TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36436496; 11298 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36436496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 8 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36370758; 11298-040559_0008 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370758?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 4 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36370718; 11298-040559_0004 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370718?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 11 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36370378; 11298-040559_0011 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 9 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36370330; 11298-040559_0009 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 13 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36370200; 11298-040559_0013 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370200?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 16 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36369969; 11298-040559_0016 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369969?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 5 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36369239; 11298-040559_0005 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369239?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 12 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36369201; 11298-040559_0012 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 14 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36369126; 11298-040559_0014 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369126?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 7 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36369070; 11298-040559_0007 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369070?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 18 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36368166; 11298-040559_0018 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368166?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 6 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36367863; 11298-040559_0006 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367863?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 10 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36367655; 11298-040559_0010 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367655?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 17 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36367192; 11298-040559_0017 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367192?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 3 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36366139; 11298-040559_0003 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 2 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36366077; 11298-040559_0002 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366077?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 15 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36365330; 11298-040559_0015 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 1 of 18] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 36363870; 11298-040559_0001 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040559, 227 pages and maps, December 13, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-D KW - Air Quality KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363870?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CORRIDOR, I-205/PORTLAND MALL LIGHT RAIL TRANSIT PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON. [Part 1 of 1] T2 - SOUTH CORRIDOR, I-205/PORTLAND MALL LIGHT RAIL TRANSIT PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON. AN - 36369464; 11316-040578_0001 AB - PURPOSE: The implementation of transit improvements in the north-south corridor of the metropolitan area of Portland, Oregon is proposed. An October 2003 final supplement to the final EIS of 1998 to the February 1998 final EIS addressed on the proposed improvements in the north/south transportation corridor of Clackmas and Multnomah counties, Oregon and Clark County which includes the cities of Oregon City, Gladstone, and Milwaukee; the Clackamas Regional Center (CRC) area of unincorporated Clackamas County; a section of southeast Portland; Portland's central city; a section north/northeast of Portland; the city of Vancouver; and other parts of Clark County, Washington. Since 1980, the number of jobs and households along the corridor has been increasing at the rate of two to three percent annually. By the year 2015, the final EIS projected that increases in travel miles will result in a 268 percent increase in the miles of congested roadways in the corridor and a 720 percent increase in the number of hours that drivers must sit in congested traffic. The final supplemental EIS addressed improvements in the portion of the north/south corridor including Multnomah, Clackamas, and Washington counties in Oregon and Clark County in Washington. Alternatives considered in the final supplement include a No-Build Alternative and light rail alternatives within the downtown Portland segment. Action alternatives involve construction of a light rail transit line, complemented by bus-oriented capital improvements. The light rail improvements would be made in the downtown Portland and Interstate 205 (I-205) segments of the South Corridor. While the Green Line would operate through all three segments of the corridor, there would be no capital improvements to the I-84 segment, where the Green Line would use the light rail alignment and stations. In addition to the Green Line, the Yellow Line would operate on the Portland Mall alignment, instead of on the Cross Mall alignment. Within the downtown Portland segment, the Portland Mall alignment would branch off from the existing Cross Mall light rail alignment at the west end of the Steel Bridge, transitioning to a new structure that would lead to Northwest Irving Street. The alignment would return to grade at Northwest Fourth Avenue and would then turn onto Northwest Fifty and Sixth avenues. This final EIS on the Mall Light Rail Project proposes an I-205/Portland Mall Project extension of the Light Rail Transit (LRT) projects, including improvements to the existing transportation system in the Portland metropolitan area. The locally preferred strategy for the North-South Corridor Project as been amended to include a two-phase project for the South Corridor. Phase 1 would include the I-205/Portland Mall LRT Project. Phase 2 would include the Portland to Milwaukee Project; a separate final EIS will be prepared for Phase 2. The I-205/30 degrees tend to form concentrically ringed structures, whereas low-angle impacts (<15 degrees ) typically form oval craters. A trajectory for the Weaubleau-Osceola impactor is inferred between these limits. JF - Abstracts with Programs - Geological Society of America AU - Evans, Kevin R AU - Rovey, Charles W, II AU - Davis, George H AU - Mantei, Erwin J AU - Mickus, Kevin L AU - Miller, James F AU - Moeglin, Thomas D AU - Plymate, Thomas G AU - Anonymous Y1 - 2004/11// PY - 2004 DA - November 2004 SP - 266 PB - Geological Society of America (GSA), Boulder, CO VL - 36 IS - 5 SN - 0016-7592, 0016-7592 KW - United States KW - Mississippian KW - secondary structures KW - stylolites KW - impact features KW - Pennsylvanian KW - Lower Mississippian KW - Missouri KW - displacements KW - bedding KW - fractures KW - Northview Formation KW - folds KW - Weaubleau-Osceola Structure KW - Upper Mississippian KW - tectonics KW - sedimentary structures KW - faults KW - Middle Mississippian KW - lineaments KW - Paleozoic KW - stress KW - Carboniferous KW - decollement KW - impacts KW - deformation KW - ring structures KW - metamorphism KW - planar bedding structures KW - impact craters KW - unconformities KW - shock metamorphism KW - Kinderhookian KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51671188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Oblique+impact+at+Weaubleau-Osceola+Structure%2C+Missouri&rft.au=Evans%2C+Kevin+R%3BRovey%2C+Charles+W%2C+II%3BDavis%2C+George+H%3BMantei%2C+Erwin+J%3BMickus%2C+Kevin+L%3BMiller%2C+James+F%3BMoeglin%2C+Thomas+D%3BPlymate%2C+Thomas+G%3BAnonymous&rft.aulast=Evans&rft.aufirst=Kevin&rft.date=2004-11-01&rft.volume=36&rft.issue=5&rft.spage=266&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2004 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2005-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - bedding; Carboniferous; decollement; deformation; displacements; faults; folds; fractures; impact craters; impact features; impacts; Kinderhookian; lineaments; Lower Mississippian; metamorphism; Middle Mississippian; Mississippian; Missouri; Northview Formation; Paleozoic; Pennsylvanian; planar bedding structures; ring structures; secondary structures; sedimentary structures; shock metamorphism; stress; stylolites; tectonics; unconformities; United States; Upper Mississippian; Weaubleau-Osceola Structure ER - TY - JOUR T1 - The South shall rise (and shrink) again; mineralogy and engineering properties of the expansive Yazoo Clay, central Mississippi AN - 51630602; 2006-006994 AB - The Yazoo Formation of the Tertiary Jackson Group (informally known as the Yazoo Clay) is a calcareous fossiliferous mudrock that outcrops in a northwest-southeast belt across much of Mississippi and in adjacent states. The Yazoo was deposited in a nearshore marine environment and is the formation from which the primitive whale Basilosaurus, the Mississippi State fossil, was collected. Based on over 240 XRD analyses, the average composition of the Yazoo Clay is 28% smectite (probably montmorillonite), 24% kaolinite, 22% quartz, 15% calcite, 8% illite, 2% feldspar, and 1% gypsum. Surface exposures of Yazoo are weathered to an average depth of 30 to 40 ft. Weathered Yazoo has a distinctive yellow/brown color while unweathered Yazoo is blue/gray. In most wells the amount of smectite decreases and the amount of kaolinite increases with depth through the weathered horizon. It is unclear if these mineralogic changes are due to the physical segregation of the minerals in the shallow samples or if there is actual growth of smectite at the expense of kaolinite. Regardless of the cause, the mineralogic changes correlate well to the engineering properties of the samples, which are a decrease in the liquid limit, plastic limit, and shrinkage limit with depth through the weathered zone. The volume increase of the Yazoo Clay can be more than 200% and is almost always greater than 130%. The volume increase is greatest in the smectite-rich weathered Yazoo. The general "rule-of-thumb" for building on the Yazoo calls for removal of at least 3 ft of the weathered rock. Nevertheless, because of its expansive nature the Yazoo Clay is associated with cracked foundations, cracked walls and ceilings, and "roller coaster" roadways throughout central Mississippi and the whole southeast. JF - Abstracts with Programs - Geological Society of America AU - Pitalo, Angela T AU - Lynch, F Leo AU - Martin, Richard V AU - Schmitz, Darrel W AU - Anonymous Y1 - 2004/11// PY - 2004 DA - November 2004 SP - 372 PB - Geological Society of America (GSA), Boulder, CO VL - 36 IS - 5 SN - 0016-7592, 0016-7592 KW - United States KW - silicates KW - Jackson Group KW - X-ray diffraction data KW - engineering properties KW - central Mississippi KW - Cenozoic KW - foundations KW - sedimentary rocks KW - mineral composition KW - Yazoo Clay KW - outcrops KW - plasticity KW - soil mechanics KW - mudstone KW - Eocene KW - Mississippi KW - smectite KW - Paleogene KW - kaolinite KW - nearshore environment KW - Gulf Coastal Plain KW - weathering KW - clay minerals KW - Tertiary KW - color KW - upper Eocene KW - marine environment KW - expansive materials KW - sheet silicates KW - clastic rocks KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51630602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=The+South+shall+rise+%28and+shrink%29+again%3B+mineralogy+and+engineering+properties+of+the+expansive+Yazoo+Clay%2C+central+Mississippi&rft.au=Pitalo%2C+Angela+T%3BLynch%2C+F+Leo%3BMartin%2C+Richard+V%3BSchmitz%2C+Darrel+W%3BAnonymous&rft.aulast=Pitalo&rft.aufirst=Angela&rft.date=2004-11-01&rft.volume=36&rft.issue=5&rft.spage=372&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2004 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2006-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Cenozoic; central Mississippi; clastic rocks; clay minerals; color; engineering properties; Eocene; expansive materials; foundations; Gulf Coastal Plain; Jackson Group; kaolinite; marine environment; mineral composition; Mississippi; mudstone; nearshore environment; outcrops; Paleogene; plasticity; sedimentary rocks; sheet silicates; silicates; smectite; soil mechanics; Tertiary; United States; upper Eocene; weathering; X-ray diffraction data; Yazoo Clay ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 25 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36369472; 11232-040511_0025 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 25 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 23 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36369399; 11232-040511_0023 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 23 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369399?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 29 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36368825; 11232-040511_0029 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 29 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368825?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 7 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36368461; 11232-040511_0007 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 7 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 28 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36368411; 11232-040511_0028 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 28 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368411?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 4 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36368403; 11232-040511_0004 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 4 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368403?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 22 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36368324; 11232-040511_0022 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 22 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 27 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36368047; 11232-040511_0027 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 27 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 26 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36367688; 11232-040511_0026 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 26 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 19 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36367662; 11232-040511_0019 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 19 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367662?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 9 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36367656; 11232-040511_0009 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 9 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367656?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 1 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36367563; 11232-040511_0001 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 1 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367563?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 11 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36367492; 11232-040511_0011 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 11 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367492?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 3 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36367278; 11232-040511_0003 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 3 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 13 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36366898; 11232-040511_0013 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 13 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366898?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 14 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36366346; 11232-040511_0014 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 14 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 17 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36366130; 11232-040511_0017 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 17 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366130?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 12 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36366032; 11232-040511_0012 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 12 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366032?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 21 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36365814; 11232-040511_0021 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 21 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365814?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 2 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36365733; 11232-040511_0002 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 2 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365733?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 8 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36365607; 11232-040511_0008 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 8 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 6 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36365499; 11232-040511_0006 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 6 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365499?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 10 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36364920; 11232-040511_0010 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 10 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 20 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36364445; 11232-040511_0020 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 20 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364445?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 18 of 29] T2 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36363721; 11232-040511_0018 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 VL - 18 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363721?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CABRILLO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36349354; 12692 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 13.8 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquefied natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 22.8-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up to 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weathervane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years, although the federal license for the port facility would have no expiration date. In addition to the proposed action, this final EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0146D, Volume 29, Number 2. JF - EPA number: 070093, Volume I--821 pages and maps, Volume II--901 pages, Volume III--998 pages, CD-ROM. Appendices--890 pages, CD-ROM, October 29, 2004 PY - 2004 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349354?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILLO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILLO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: October 29, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 16358322; 11232 AB - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). JF - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004 PY - 2004 KW - Energy KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Coastal Zones KW - Electric Generators KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Hazardous Substances KW - Health Hazards KW - Health Hazard Analyses KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise KW - Paleontological Sites KW - Power Plants KW - Pipelines KW - Pumping Plants KW - Safety Analyses KW - Site Planning KW - Water Quality KW - Wildlife Surveys KW - California KW - Deepwater Port Act, Compliance KW - Pipeline Safety Law of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16358322?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 8 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36368750; 11229-040508_0008 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 8 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368750?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 4 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36368706; 11229-040508_0004 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 4 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 2 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36368533; 11229-040508_0002 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 5 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36367867; 11229-040508_0005 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 5 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 3 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36367807; 11229-040508_0003 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367807?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 12 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36367729; 11229-040508_0012 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 12 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367729?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 9 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36367728; 11229-040508_0009 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 9 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 7 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36366999; 11229-040508_0007 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 7 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366999?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 10 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36366966; 11229-040508_0010 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 10 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366966?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 6 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36366941; 11229-040508_0006 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 6 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366941?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 14 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36366476; 11229-040508_0014 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 14 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 15 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36366212; 11229-040508_0015 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 15 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366212?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 16 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36364608; 11229-040508_0016 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 16 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364608?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 11 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36364535; 11229-040508_0011 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 11 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364535?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 13 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36363842; 11229-040508_0013 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 13 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363842?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 1 of 16] T2 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 36363513; 11229-040508_0001 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363513?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. AN - 16346623; 11229 AB - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) JF - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004 PY - 2004 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Economic Assessments KW - Recreation Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - COACHELLA VALLEY MULTIPLE SPECIES HABITAT CONSERVATION PLAN AND ASSOCIATED NATURAL COMMUNITY PLAN AND SANTA ROSA AND SAN JOACINITO MOUNTAINS TRAILS PLAN, RIVERSIDE COUNTY, CALIFORNIA. AN - 16348802; 11227 AB - PURPOSE: The implementation of a multi-species habitat conservation plan, an associated natural community conservation, and a trails plans for the Santa Rosa and San Jacinto Mountains are proposed in Riverside County, California. The Coachella Valley is the westernmost extension of the Colorado River subunit of the Sonoran Desert and provides unique and diverse habitats that support many highly specialized species or plants and animals. The multi-species habitat conservation plan and natural community conservation plan would encompass 1.2 million acres and provide for a net planning area of 1.1 million acres, excluding Indian reservation lands not covered by the plan. The planning area extends from the Cabazon area of the San Gorgonio Pass in the northwest to lands surrounding the northern portions of the Salton Sea to the southeast. The planning area also includes mountainous areas and most of he associated watersheds surrounding the valley floor. The plan would provide for a conservation preserve system encompassing 725,780 acres of existing public and private conservation lands and the acquisition and/or management of 187,780 acres of additional conservation lands. The plans are in response to the application for an incidental take permit for species related to activities that have the potential to result in take, pursuant to Section 10(a)(1)(B) of the Endangered Species Act of 1973 and its implementing regulations and policies. Six Alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative (Alternative A) would seek commitments by local, state, and federal agencies to implement the multi-species plan, acquire land and develop land management strategies by governments at all levels, provide for permanent preserve protection and management of habitats and populations of plant and animal species conserved in the Coachella Valley planning area, issue take permits in exchange for the implementation of an integrated conservation strategy and maintenance of the preserve system, seek issuance of take permits from federal and state authorities to permit land use and development that disturbs target species' habitats and natural communities covered under the plan, and incorporate amendments to the California Desert Conservation Area Plan into the multi-species plan. POSITIVE IMPACTS: The overall management scheme would help maintain and enhance the biological diversity and ecosystem processes in the area, while allowing for future economic growth within the Coachella Valley. Plan implementation would provide for permanent open space, community edges, and recreational opportunities and otherwise contribute to the community character of the valley.Enhancement of recreational resources would also enhance one of the area's most valuable economic resources, namely, tourism. NEGATIVE IMPACTS: Land uses and developments in some areas would be significantly limited, impeding economic growth in some cases. Incidental take of federally protected species would result in the loss of individuals, but the efforts to protect species at the population level would not be affected. Periodic drain and flood control activity would alter natural flooding and other hydrologic processes, and the use of off-highway vehicles in the area would damage natural communities. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.) and Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.). JF - EPA number: 040504, 941 pages, CD-ROM, October 26, 2004 PY - 2004 KW - Parks, Refuges and Forests KW - Agency number: DES 04-54 KW - Air Quality Assessments KW - Conservation KW - Cultural Resources Assessments KW - Desert Land KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Geologic Assessments KW - Hydrology KW - Indian Reservations KW - Land Acquisitions KW - Land Management KW - Land Use KW - Open Space KW - Preserves KW - Trails KW - Visual Resources Surveys KW - Water Quality Assessments KW - Water Resources Management KW - Wildlife Habitat KW - Wildlife Management KW - California KW - Sonoran Desert KW - Endangered Species Act of 1973, Compliance KW - Federal Land Policy and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16348802?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COACHELLA+VALLEY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN+AND+ASSOCIATED+NATURAL+COMMUNITY+PLAN+AND+SANTA+ROSA+AND+SAN+JOACINITO+MOUNTAINS+TRAILS+PLAN%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=COACHELLA+VALLEY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN+AND+ASSOCIATED+NATURAL+COMMUNITY+PLAN+AND+SANTA+ROSA+AND+SAN+JOACINITO+MOUNTAINS+TRAILS+PLAN%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Carlsbad, California; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 26, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT. [Part 1 of 2] T2 - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT. AN - 36367593; 11225-040502_0001 AB - PURPOSE: The implementation of improvements along Routes 2, 2A, and 32 in North Stonington, Preston, Montville, Norwich, and Waterford in New London County, Connecticut is proposed. The study area extends from Westerly, Rhode Island northwest to Norwich, Connecticut, and southward to New London, Connecticut.The study are also includes Route 164. All routes under consideration are affected by congestion and functional deficiencies. Seven alternatives, including a No Action Alternative (Alternative A) are considered in this final EIS. The five action alternatives considered in the draft EIS, and reconsidered in the final EIS, include: development of a commuter rail service along the New England Central Rail line along with transit service (light rail or monorail service) between Norwich and Westerly (Alternatives B and C); bus service between Norwich and Westerly along a dedicated busway (Alternative D); a bypass of Route 2A combined with widening of Route 2 and upgrading of Routes 32 and 164 (Alternative E); and bypasses of both Route 2A and Route 2 (Alternative F). Each alternative was evaluated with respect to impacts affecting cultural and natural resources, socioeconomic resources, visual and scenic areas, hazardous materials, existing land uses, and local and regional transportation needs. The preferred alternative is a modification of Alternative E presented in the draft EIS. Construction and annual operating costs of the proposed action are estimated at $79 million Depending on the alternative selected, capital costs of the project range from $93.0 million to $701.0 million. Construction of the monorail system under Alternative B or C would increase capital costs to $3.5 billion or $3.7 billion due to complex engineering design and construction costs of the necessary elevated structure. Rights-of-way cost estimates range from $600,000 to $1.7 million. Annual operating cost estimates range from $25,000 to $26.7 million and $150,000, respectively. POSITIVE IMPACTS: Regardless of the alternative selected, the project would provide transportation improvements to relieve traffic congestion and improve safety, while minimizing environmental an community impacts. Under the preferred alternative, community cohesion would be improved in Poquetanuck Village. NEGATIVE IMPACTS: Rights-of-way for the preferred alternative development would displace 83 acres of land, 17 residences and one commercial structure, 5.6 acres of wetlands, 4.7 acres of floodplain, 42.4 acres of wildlife habitat, 37.8 acres of farmland, and land associated with Rose Hill Wildlife Management Area and the Preston Plains School ball-field. Habitat for Atlantic sturgeon, a federally protected species, would be affected. Seven historic structures, 12 historic properties, and one historic hi8strict would be lost or degraded, and 10 known archaeological sites and 87 acres likely to contain archaeological resources would be affected. Community cohesion would be affected negatively along Route 2 in Preston. Traffic-generated noise would exceed federal standards in the vicinity of 486 receptor sites. Construction activities would disturb 17 sites containing hazardous materials. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0278D, Volume 23, Number 3. JF - EPA number: 040502, Final EIS--364 pages and maps, Map Supplement (Oversized)--548 pages, Responses to Comments--431 pages, October 20, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-99-01-D KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Visual Resources KW - Water (Potable) KW - Wildlife Habitat KW - Wells KW - Wetlands KW - Connecticut KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367593?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.title=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 20, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT. [Part 2 of 2] T2 - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT. AN - 36366618; 11225-040502_0002 AB - PURPOSE: The implementation of improvements along Routes 2, 2A, and 32 in North Stonington, Preston, Montville, Norwich, and Waterford in New London County, Connecticut is proposed. The study area extends from Westerly, Rhode Island northwest to Norwich, Connecticut, and southward to New London, Connecticut.The study are also includes Route 164. All routes under consideration are affected by congestion and functional deficiencies. Seven alternatives, including a No Action Alternative (Alternative A) are considered in this final EIS. The five action alternatives considered in the draft EIS, and reconsidered in the final EIS, include: development of a commuter rail service along the New England Central Rail line along with transit service (light rail or monorail service) between Norwich and Westerly (Alternatives B and C); bus service between Norwich and Westerly along a dedicated busway (Alternative D); a bypass of Route 2A combined with widening of Route 2 and upgrading of Routes 32 and 164 (Alternative E); and bypasses of both Route 2A and Route 2 (Alternative F). Each alternative was evaluated with respect to impacts affecting cultural and natural resources, socioeconomic resources, visual and scenic areas, hazardous materials, existing land uses, and local and regional transportation needs. The preferred alternative is a modification of Alternative E presented in the draft EIS. Construction and annual operating costs of the proposed action are estimated at $79 million Depending on the alternative selected, capital costs of the project range from $93.0 million to $701.0 million. Construction of the monorail system under Alternative B or C would increase capital costs to $3.5 billion or $3.7 billion due to complex engineering design and construction costs of the necessary elevated structure. Rights-of-way cost estimates range from $600,000 to $1.7 million. Annual operating cost estimates range from $25,000 to $26.7 million and $150,000, respectively. POSITIVE IMPACTS: Regardless of the alternative selected, the project would provide transportation improvements to relieve traffic congestion and improve safety, while minimizing environmental an community impacts. Under the preferred alternative, community cohesion would be improved in Poquetanuck Village. NEGATIVE IMPACTS: Rights-of-way for the preferred alternative development would displace 83 acres of land, 17 residences and one commercial structure, 5.6 acres of wetlands, 4.7 acres of floodplain, 42.4 acres of wildlife habitat, 37.8 acres of farmland, and land associated with Rose Hill Wildlife Management Area and the Preston Plains School ball-field. Habitat for Atlantic sturgeon, a federally protected species, would be affected. Seven historic structures, 12 historic properties, and one historic hi8strict would be lost or degraded, and 10 known archaeological sites and 87 acres likely to contain archaeological resources would be affected. Community cohesion would be affected negatively along Route 2 in Preston. Traffic-generated noise would exceed federal standards in the vicinity of 486 receptor sites. Construction activities would disturb 17 sites containing hazardous materials. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0278D, Volume 23, Number 3. JF - EPA number: 040502, Final EIS--364 pages and maps, Map Supplement (Oversized)--548 pages, Responses to Comments--431 pages, October 20, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-99-01-D KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Visual Resources KW - Water (Potable) KW - Wildlife Habitat KW - Wells KW - Wetlands KW - Connecticut KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366618?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.title=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 20, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BROWNS PARK ROAD, FROM RED CREEK TO COLORADO STATE LINE, DAGGETT COUNTY, UTAH. [Part 1 of 1] T2 - BROWNS PARK ROAD, FROM RED CREEK TO COLORADO STATE LINE, DAGGETT COUNTY, UTAH. AN - 36360694; 11223-040500_0001 AB - PURPOSE: The reconstruction and partial realignment of Browns Park Road from Red Creek in Daggett County in Utah to the Utah/Colorado line at Colorado Route 318 are proposed. The newly paved highway, which is currently a maintained gravel road, would extend 16 to 16.8 miles. Three alternatives, including a No Action Alternative, in this draft EIS. The action alternatives would fail to conform with the resource management plan of the Bureau of Land Management (U.S. Department of the Interior) for the Diamond Mountain Resource Area, requiring an amendment to the plan to provide for the new transportation corridor and for visual resource considerations. The proposed new facility would be 30 feet wide, providing two lanes and allowing for a 30- to 40-mile-per-hour design speed. Rights-of-way would be approximately 100 feet wide. Action Alternative A would generally following the existing Browns Park Road, excepting the Jesse Ewing Canyon portion that would be routed to the west to lengthen the road course, reduce grades, and generally provide a safer travel route; this is the locally preferred alternative. Alternative B would generally follow the existing alignment, excepting the Jessee Ewing Canyon section, where the road would provide for a 12-percent grade and swing further east and west from the existing alignment to lengthen the course and lessen the grade. Estimated costs of alternatives A and B are 17.1 million and $21.0 million, respectively. POSITIVE IMPACTS: The project would provide a safer, more efficient transportation facility that would comply with American Association of State Highway and State Officials standards. The new facility would connect logical termini by linking a currently paved portion of Browns Park Road in Utah, which junctions with US 919 near the Utah-Wyoming border, to Colorado State Route 318. The road would improve access to recreational, agricultural, and commercial developments in the Green River and Flaming Gorge from areas in Utah, Colorado, and Wyoming. NEGATIVE IMPACTS: The project would disturb 203 to 218 acres during construction, though only 180.6 to 195.8 acres would lie within the permanent rights-of-way; 58 to 61 acres, all of which provides wildlife habitat for deer and grouse, would not be reclaimed. The project would displace 0.29 acre of wetland at Willow Creek and require filling of 5,980 to 6,120 linear feet of ephemeral channel and possibly 1,900 linear feet of intermittent channel. The Green River would lose 243 acre-feet of water (0.02 percent of the average flow) over the life of the project. Five to six grazing allotments would lose some forage production capacity. Vandalism potential at three historic and three prehistoric sites would increase somewhat. The project would degrade visual resources and otherwise impact the recreational experience along the corridor, which includes the Green River, included in the National System of Wild and Scenic Rivers. Traffic noise would increase somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 040500, 437 pages and maps, October 20, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-04-02-D KW - Archaeological Sites KW - Cultural Resources Assessments KW - Farmlands KW - Grazing KW - Highways KW - Historic Sites KW - Livestock KW - Noise KW - Reclamation KW - Recreation Resources KW - Roads KW - Safety KW - Soils Surveys KW - Streams KW - Transportation KW - Wetlands KW - Wild and Scenic Rivers KW - Colorado KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36360694?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BROWNS+PARK+ROAD%2C+FROM+RED+CREEK+TO+COLORADO+STATE+LINE%2C+DAGGETT+COUNTY%2C+UTAH.&rft.title=BROWNS+PARK+ROAD%2C+FROM+RED+CREEK+TO+COLORADO+STATE+LINE%2C+DAGGETT+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 20, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BROWNS PARK ROAD, FROM RED CREEK TO COLORADO STATE LINE, DAGGETT COUNTY, UTAH. AN - 16359006; 11223 AB - PURPOSE: The reconstruction and partial realignment of Browns Park Road from Red Creek in Daggett County in Utah to the Utah/Colorado line at Colorado Route 318 are proposed. The newly paved highway, which is currently a maintained gravel road, would extend 16 to 16.8 miles. Three alternatives, including a No Action Alternative, in this draft EIS. The action alternatives would fail to conform with the resource management plan of the Bureau of Land Management (U.S. Department of the Interior) for the Diamond Mountain Resource Area, requiring an amendment to the plan to provide for the new transportation corridor and for visual resource considerations. The proposed new facility would be 30 feet wide, providing two lanes and allowing for a 30- to 40-mile-per-hour design speed. Rights-of-way would be approximately 100 feet wide. Action Alternative A would generally following the existing Browns Park Road, excepting the Jesse Ewing Canyon portion that would be routed to the west to lengthen the road course, reduce grades, and generally provide a safer travel route; this is the locally preferred alternative. Alternative B would generally follow the existing alignment, excepting the Jessee Ewing Canyon section, where the road would provide for a 12-percent grade and swing further east and west from the existing alignment to lengthen the course and lessen the grade. Estimated costs of alternatives A and B are 17.1 million and $21.0 million, respectively. POSITIVE IMPACTS: The project would provide a safer, more efficient transportation facility that would comply with American Association of State Highway and State Officials standards. The new facility would connect logical termini by linking a currently paved portion of Browns Park Road in Utah, which junctions with US 919 near the Utah-Wyoming border, to Colorado State Route 318. The road would improve access to recreational, agricultural, and commercial developments in the Green River and Flaming Gorge from areas in Utah, Colorado, and Wyoming. NEGATIVE IMPACTS: The project would disturb 203 to 218 acres during construction, though only 180.6 to 195.8 acres would lie within the permanent rights-of-way; 58 to 61 acres, all of which provides wildlife habitat for deer and grouse, would not be reclaimed. The project would displace 0.29 acre of wetland at Willow Creek and require filling of 5,980 to 6,120 linear feet of ephemeral channel and possibly 1,900 linear feet of intermittent channel. The Green River would lose 243 acre-feet of water (0.02 percent of the average flow) over the life of the project. Five to six grazing allotments would lose some forage production capacity. Vandalism potential at three historic and three prehistoric sites would increase somewhat. The project would degrade visual resources and otherwise impact the recreational experience along the corridor, which includes the Green River, included in the National System of Wild and Scenic Rivers. Traffic noise would increase somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 040500, 437 pages and maps, October 20, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-04-02-D KW - Archaeological Sites KW - Cultural Resources Assessments KW - Farmlands KW - Grazing KW - Highways KW - Historic Sites KW - Livestock KW - Noise KW - Reclamation KW - Recreation Resources KW - Roads KW - Safety KW - Soils Surveys KW - Streams KW - Transportation KW - Wetlands KW - Wild and Scenic Rivers KW - Colorado KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BROWNS+PARK+ROAD%2C+FROM+RED+CREEK+TO+COLORADO+STATE+LINE%2C+DAGGETT+COUNTY%2C+UTAH.&rft.title=BROWNS+PARK+ROAD%2C+FROM+RED+CREEK+TO+COLORADO+STATE+LINE%2C+DAGGETT+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 20, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT. AN - 16348392; 11225 AB - PURPOSE: The implementation of improvements along Routes 2, 2A, and 32 in North Stonington, Preston, Montville, Norwich, and Waterford in New London County, Connecticut is proposed. The study area extends from Westerly, Rhode Island northwest to Norwich, Connecticut, and southward to New London, Connecticut.The study are also includes Route 164. All routes under consideration are affected by congestion and functional deficiencies. Seven alternatives, including a No Action Alternative (Alternative A) are considered in this final EIS. The five action alternatives considered in the draft EIS, and reconsidered in the final EIS, include: development of a commuter rail service along the New England Central Rail line along with transit service (light rail or monorail service) between Norwich and Westerly (Alternatives B and C); bus service between Norwich and Westerly along a dedicated busway (Alternative D); a bypass of Route 2A combined with widening of Route 2 and upgrading of Routes 32 and 164 (Alternative E); and bypasses of both Route 2A and Route 2 (Alternative F). Each alternative was evaluated with respect to impacts affecting cultural and natural resources, socioeconomic resources, visual and scenic areas, hazardous materials, existing land uses, and local and regional transportation needs. The preferred alternative is a modification of Alternative E presented in the draft EIS. Construction and annual operating costs of the proposed action are estimated at $79 million Depending on the alternative selected, capital costs of the project range from $93.0 million to $701.0 million. Construction of the monorail system under Alternative B or C would increase capital costs to $3.5 billion or $3.7 billion due to complex engineering design and construction costs of the necessary elevated structure. Rights-of-way cost estimates range from $600,000 to $1.7 million. Annual operating cost estimates range from $25,000 to $26.7 million and $150,000, respectively. POSITIVE IMPACTS: Regardless of the alternative selected, the project would provide transportation improvements to relieve traffic congestion and improve safety, while minimizing environmental an community impacts. Under the preferred alternative, community cohesion would be improved in Poquetanuck Village. NEGATIVE IMPACTS: Rights-of-way for the preferred alternative development would displace 83 acres of land, 17 residences and one commercial structure, 5.6 acres of wetlands, 4.7 acres of floodplain, 42.4 acres of wildlife habitat, 37.8 acres of farmland, and land associated with Rose Hill Wildlife Management Area and the Preston Plains School ball-field. Habitat for Atlantic sturgeon, a federally protected species, would be affected. Seven historic structures, 12 historic properties, and one historic hi8strict would be lost or degraded, and 10 known archaeological sites and 87 acres likely to contain archaeological resources would be affected. Community cohesion would be affected negatively along Route 2 in Preston. Traffic-generated noise would exceed federal standards in the vicinity of 486 receptor sites. Construction activities would disturb 17 sites containing hazardous materials. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0278D, Volume 23, Number 3. JF - EPA number: 040502, Final EIS--364 pages and maps, Map Supplement (Oversized)--548 pages, Responses to Comments--431 pages, October 20, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-99-01-D KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Visual Resources KW - Water (Potable) KW - Wildlife Habitat KW - Wells KW - Wetlands KW - Connecticut KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16348392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.title=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 20, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 168 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874673; 11221-7_0168 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 168 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874673?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 167 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874668; 11221-7_0167 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 167 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874668?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 166 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874663; 11221-7_0166 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 166 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 164 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874650; 11221-7_0164 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 164 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874650?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 163 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874646; 11221-7_0163 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 163 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874646?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 162 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874642; 11221-7_0162 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 162 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 161 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874637; 11221-7_0161 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 161 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874637?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 159 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874631; 11221-7_0159 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 159 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 170 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874629; 11221-7_0170 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 170 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874629?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 158 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874624; 11221-7_0158 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 158 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874624?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 80 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874623; 11221-7_0080 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 80 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 157 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874619; 11221-7_0157 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 157 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 79 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874618; 11221-7_0079 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 79 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874618?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 156 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874611; 11221-7_0156 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 156 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874611?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 77 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874610; 11221-7_0077 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 77 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874610?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 155 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874607; 11221-7_0155 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 155 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 154 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874604; 11221-7_0154 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 154 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874604?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 75 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874602; 11221-7_0075 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 75 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 140 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874601; 11221-7_0140 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 140 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874601?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 64 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874600; 11221-7_0064 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 64 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 139 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874599; 11221-7_0139 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 139 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874599?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 74 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874598; 11221-7_0074 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 74 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874598?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 63 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874597; 11221-7_0063 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 63 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874597?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 73 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874596; 11221-7_0073 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 73 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874596?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 130 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874595; 11221-7_0130 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 130 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874595?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 62 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874594; 11221-7_0062 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 62 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874594?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 129 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874591; 11221-7_0129 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 129 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874591?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 71 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874590; 11221-7_0071 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 71 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874590?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 119 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874588; 11221-7_0119 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 119 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874588?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 70 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874586; 11221-7_0070 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 70 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874586?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 59 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874585; 11221-7_0059 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 59 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874585?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 118 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874584; 11221-7_0118 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 118 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 58 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874582; 11221-7_0058 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 58 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874582?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 69 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874581; 11221-7_0069 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 69 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874581?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 115 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874580; 11221-7_0115 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 115 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874580?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 68 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874579; 11221-7_0068 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 68 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874579?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 57 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874578; 11221-7_0057 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 57 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 56 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874573; 11221-7_0056 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 56 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874573?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 66 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874569; 11221-7_0066 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 66 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 55 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874566; 11221-7_0055 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 55 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874566?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 112 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874565; 11221-7_0112 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 112 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874565?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 65 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874562; 11221-7_0065 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 65 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874562?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 54 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874561; 11221-7_0054 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 54 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874561?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 111 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874560; 11221-7_0111 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 111 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874560?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 110 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874550; 11221-7_0110 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 110 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 53 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874549; 11221-7_0053 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 53 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874549?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 109 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874541; 11221-7_0109 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 109 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874541?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 52 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874540; 11221-7_0052 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 52 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 107 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874532; 11221-7_0107 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 107 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 51 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874531; 11221-7_0051 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 51 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874531?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 106 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874524; 11221-7_0106 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 106 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874524?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 50 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874522; 11221-7_0050 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 50 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874522?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 34 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874515; 11221-7_0034 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874515?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 49 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874514; 11221-7_0049 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 49 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874514?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 33 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874507; 11221-7_0033 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874507?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 48 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874505; 11221-7_0048 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 48 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874505?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 92 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874495; 11221-7_0092 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 92 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874495?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 32 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874494; 11221-7_0032 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874494?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 23 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874484; 11221-7_0023 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874484?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELLEVUE+BRIDGE+STUDY%2C+MILLS+COUNTY%2C+IOWA%2C+AND+SARPY+COUNTIES%2C+NEBRASKA.&rft.title=BELLEVUE+BRIDGE+STUDY%2C+MILLS+COUNTY%2C+IOWA%2C+AND+SARPY+COUNTIES%2C+NEBRASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 22 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874473; 11221-7_0022 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874473?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 87 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874471; 11221-7_0087 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 87 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 100 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874469; 11221-7_0100 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 100 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874469?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 86 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874461; 11221-7_0086 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 86 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 99 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874458; 11221-7_0099 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 99 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874458?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 102 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874451; 11221-7_0102 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 102 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874451?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 8 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874445; 11221-7_0008 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874445?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 98 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874442; 11221-7_0098 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 98 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874442?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 101 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874437; 11221-7_0101 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 101 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874437?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 6 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874423; 11221-7_0006 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874423?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 5 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874411; 11221-7_0005 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874411?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 96 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874409; 11221-7_0096 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 96 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874409?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 4 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874401; 11221-7_0004 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 82 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874395; 11221-7_0082 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 82 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 95 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874373; 11221-7_0095 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 95 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874373?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 94 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874363; 11221-7_0094 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 94 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874363?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 146 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874351; 11221-7_0146 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 146 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 93 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874348; 11221-7_0093 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 93 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 90 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874345; 11221-7_0090 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 90 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 145 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874336; 11221-7_0145 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 145 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 85 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874333; 11221-7_0085 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 85 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874333?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 89 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874330; 11221-7_0089 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 89 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 144 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874322; 11221-7_0144 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 144 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874322?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 84 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874318; 11221-7_0084 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 84 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874318?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 83 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874308; 11221-7_0083 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 83 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874308?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 131 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874299; 11221-7_0131 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 131 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874299?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 150 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874291; 11221-7_0150 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 150 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 125 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874287; 11221-7_0125 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 125 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 149 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874279; 11221-7_0149 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 149 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 105 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874277; 11221-7_0105 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 105 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 124 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874275; 11221-7_0124 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 124 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874275?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 104 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874266; 11221-7_0104 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 104 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 41 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874263; 11221-7_0041 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 41 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874263?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 103 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874254; 11221-7_0103 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 103 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 108 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874247; 11221-7_0108 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 108 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874247?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 44 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874232; 11221-7_0044 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 44 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874232?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 38 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874220; 11221-7_0038 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 37 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874207; 11221-7_0037 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 42 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874201; 11221-7_0042 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 42 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 25 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874194; 11221-7_0025 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874194?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 11 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874190; 11221-7_0011 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874190?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 24 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874182; 11221-7_0024 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874182?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 10 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874177; 11221-7_0010 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 9 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874167; 11221-7_0009 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874167?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 17 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874166; 11221-7_0017 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874166?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 3 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874156; 11221-7_0003 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 2 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874146; 11221-7_0002 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874146?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 143 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874038; 11221-7_0143 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 143 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874038?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 142 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874027; 11221-7_0142 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 142 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 135 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905874004; 11221-7_0135 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 135 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874004?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 36 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873995; 11221-7_0036 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873995?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 35 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873986; 11221-7_0035 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 29 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873962; 11221-7_0029 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873962?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 28 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873942; 11221-7_0028 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 152 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873935; 11221-7_0152 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 152 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873935?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 123 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873916; 11221-7_0123 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 123 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873916?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 153 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873904; 11221-7_0153 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 153 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873904?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 134 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873873; 11221-7_0134 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 134 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873873?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 121 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873857; 11221-7_0121 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 121 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873857?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 133 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873839; 11221-7_0133 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 133 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873839?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 46 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873834; 11221-7_0046 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 46 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873834?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 47 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873819; 11221-7_0047 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 47 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 45 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873806; 11221-7_0045 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 45 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 27 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873799; 11221-7_0027 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873799?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 16 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873782; 11221-7_0016 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873782?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 26 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873763; 11221-7_0026 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873763?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 15 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873758; 11221-7_0015 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873758?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 128 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873607; 11221-7_0128 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 128 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 127 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873569; 11221-7_0127 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 127 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 126 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873540; 11221-7_0126 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 126 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 138 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873532; 11221-7_0138 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 138 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 21 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873505; 11221-7_0021 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873505?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 137 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873500; 11221-7_0137 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 137 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873500?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 19 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873443; 11221-7_0019 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 120 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873282; 11221-7_0120 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 120 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873282?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 13 of 171] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 905873251; 11221-7_0013 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 52 SOUTH TO I-40 BUSINESS AND I-40 BUSINESS SOUTH TO US 311, FORSYTH COUNTY, NORTH CAROLINA. (DRAFT SUPPLEMENT TO THE FINAL ENVRONMENTAL IMPACT STATEMENT OF MARCH 1996). [Part 2 of 2] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 52 SOUTH TO I-40 BUSINESS AND I-40 BUSINESS SOUTH TO US 311, FORSYTH COUNTY, NORTH CAROLINA. (DRAFT SUPPLEMENT TO THE FINAL ENVRONMENTAL IMPACT STATEMENT OF MARCH 1996). AN - 36366583; 11220-040496_0002 AB - PURPOSE: The construction of the western section of the Northern Beltway, a loop roadway in western Forsyth County, North Carolina, is proposed. The project would extend from Stratford Road (US 158) southwest of Winston-Salem to US 52 in the north, near Rural Hall. The facility would connect with the eastern *section of the Northern Beltway at US 52. When completed, the two facilities would serve as a loop around the north side of Winston-Salem. The project is scheduled for construction in four phases, with right-of-way acquisitions beginning in federal fiscal year (FFY) 1996 and construction starting in FFY 1998. Nine alternatives, including a No-Build Alternative, were considered in the final EIS of March 1996. Under the eight build alternatives outlined in the final EIS, the alternatives would provide for two feasible general corridors, allowing construction within the Muddy Creek Basin, with two potential northern end points and two possible crossover segments in the vicinity of US 421. The proposed facility would be a multilane, divided roadway, with full control of access. The design speed would be 70 mph. Except at the southern end point, all access to the proposed facility would be limited to grade-separated interchanges. Projected traffic in design year 2015 is 25,400 to 48,800 vehicles per day for the westernmost alternative, and 30,300 to 57,000 vehicles per day for the easternmost alternative. Six lanes would be required for the westernmost alternative between US 421 and Robinhood Road. The easternmost alternative would require six lanes from US 421 to Yadkinville Road. The remainder of the project would have four lanes. The preferred alternative route (designated C3-WEST-B) would follow the eastern corridor south of US 421, the western corridor between US 421 and Behania-Tobaccoville Road, and the eastern corridor between Bethania-Tobaccoville Road and US 52. The project would meet the Eastern section of the Northern Beltway at the NC 66 Connector and US 52. The estimated costs for project alternatives ranged from $217.9 million to $247.6 million. This draft supplement to the final EIS of March 1996 is included in this document along with a final supplement to a draft EIS on the eastern section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. For the western portion of the project, addressed in the draft EIS, changes made since the draft EIS are not substantial; however, there is new information relevant to environmental concerns regarding the project. Substantial changes have been made in the eastern portion of the project. The changes include addition of the eastern section extension to move the southern terminus of the project from US 421/I-40 Business southward to US 311 and the project as a whole will be designated I-74. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed project would result in improved transportation flows and reduced congestion on the principal radial arteries throughout the area. Air quality would improve under the build alternatives, compared with the level under the No-Build Alternative, by the year 2015; vehicles would be diverted from congested arterials with traffic signals to a continuous-flow facility without signals. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional pine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 92-0320D, Volume 16, Number 6 and 96-0169F, Volume 20, Number 2, respectively. JF - EPA number: 040496, Draft EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366583?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 52 SOUTH TO I-40 BUSINESS AND I-40 BUSINESS SOUTH TO US 311, FORSYTH COUNTY, NORTH CAROLINA. (DRAFT SUPPLEMENT TO THE FINAL ENVRONMENTAL IMPACT STATEMENT OF MARCH 1996). [Part 1 of 2] T2 - WINSTON-SALEM NORTHERN BELTWAY, US 52 SOUTH TO I-40 BUSINESS AND I-40 BUSINESS SOUTH TO US 311, FORSYTH COUNTY, NORTH CAROLINA. (DRAFT SUPPLEMENT TO THE FINAL ENVRONMENTAL IMPACT STATEMENT OF MARCH 1996). AN - 36364255; 11220-040496_0001 AB - PURPOSE: The construction of the western section of the Northern Beltway, a loop roadway in western Forsyth County, North Carolina, is proposed. The project would extend from Stratford Road (US 158) southwest of Winston-Salem to US 52 in the north, near Rural Hall. The facility would connect with the eastern *section of the Northern Beltway at US 52. When completed, the two facilities would serve as a loop around the north side of Winston-Salem. The project is scheduled for construction in four phases, with right-of-way acquisitions beginning in federal fiscal year (FFY) 1996 and construction starting in FFY 1998. Nine alternatives, including a No-Build Alternative, were considered in the final EIS of March 1996. Under the eight build alternatives outlined in the final EIS, the alternatives would provide for two feasible general corridors, allowing construction within the Muddy Creek Basin, with two potential northern end points and two possible crossover segments in the vicinity of US 421. The proposed facility would be a multilane, divided roadway, with full control of access. The design speed would be 70 mph. Except at the southern end point, all access to the proposed facility would be limited to grade-separated interchanges. Projected traffic in design year 2015 is 25,400 to 48,800 vehicles per day for the westernmost alternative, and 30,300 to 57,000 vehicles per day for the easternmost alternative. Six lanes would be required for the westernmost alternative between US 421 and Robinhood Road. The easternmost alternative would require six lanes from US 421 to Yadkinville Road. The remainder of the project would have four lanes. The preferred alternative route (designated C3-WEST-B) would follow the eastern corridor south of US 421, the western corridor between US 421 and Behania-Tobaccoville Road, and the eastern corridor between Bethania-Tobaccoville Road and US 52. The project would meet the Eastern section of the Northern Beltway at the NC 66 Connector and US 52. The estimated costs for project alternatives ranged from $217.9 million to $247.6 million. This draft supplement to the final EIS of March 1996 is included in this document along with a final supplement to a draft EIS on the eastern section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. For the western portion of the project, addressed in the draft EIS, changes made since the draft EIS are not substantial; however, there is new information relevant to environmental concerns regarding the project. Substantial changes have been made in the eastern portion of the project. The changes include addition of the eastern section extension to move the southern terminus of the project from US 421/I-40 Business southward to US 311 and the project as a whole will be designated I-74. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed project would result in improved transportation flows and reduced congestion on the principal radial arteries throughout the area. Air quality would improve under the build alternatives, compared with the level under the No-Build Alternative, by the year 2015; vehicles would be diverted from congested arterials with traffic signals to a continuous-flow facility without signals. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional pine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 92-0320D, Volume 16, Number 6 and 96-0169F, Volume 20, Number 2, respectively. JF - EPA number: 040496, Draft EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364255?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA. AN - 36350936; 12831 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final EIS in included in this document along with a final supplement to EIS process on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Rights-of-way, construction, and utility adjustment costs of the preferred alternative are estimated at $269.4 million, $785.7 million, and $20.5 million, respectively. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 1,019 residential relocations, including 155 minority-owned residences, and 60 business relocations. One school and eight churches and cemeteries would be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 269 sensitive receptor sites. A total of 19 hazardous materials sites would be encountered during construction. The alignment would traverse floodplains and floodways at 22 and 13 sites, respectively, requiring the relocation of 6,189 linear feet of stream; total stream impacts would affect 35,665 linear feet of channel. Biotic communities impacted would include 106 acres of alluvial forest, 12 of piedmont bottomland forest, 63 acres of dry oak-hickory forest, 581 acres of dry mesic oak-hickory forest, 174 acres of mesic mixed hardwood forest, 369 acres of agricultural land, one acre of successional pine forest, 77 acres of pine plantation, 1,380 acres of prime farmland, 7.48 acres of wetlands, and 24.7 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070057, Final/Final Supplemental EIS--575 pages, Appendices--581 pages, Figures--369 pages and maps. Appendices, 451 pages and maps, October 18, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-F KW - Biologic Surveys KW - Creeks KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350936?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 52 SOUTH TO I-40 BUSINESS AND I-40 BUSINESS SOUTH TO US 311, FORSYTH COUNTY, NORTH CAROLINA. (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1996). AN - 36345792; 12832 AB - PURPOSE: The construction of the western section of the Northern Beltway, a loop roadway in western Forsyth County, North Carolina, is proposed. The project would extend from Stratford Road (US 158) southwest of Winston-Salem to US 52 in the north, near Rural Hall. The facility would connect with the eastern section of the Northern Beltway at US 52. When completed, the two facilities would serve as a loop around the north side of Winston-Salem. The project is scheduled for construction in four phases, with right-of-way acquisitions beginning in federal fiscal year (FFY) 1996 and construction starting in FFY 1998. Nine alternatives, including a No-Build Alternative, were considered in the final EIS of March 1996. Under the eight build alternatives outlined in the final EIS, the alternatives would provide for two feasible general corridors, allowing construction within the Muddy Creek Basin, with two potential northern end points and two possible crossover segments in the vicinity of US 421. The proposed facility would be a multilane, divided roadway, with full control of access. The design speed would be 70 mph. Except at the southern end point, all access to the proposed facility would be limited to grade-separated interchanges. Projected traffic in design year 2015 is 25,400 to 48,800 vehicles per day for the westernmost alternative, and 30,300 to 57,000 vehicles per day for the easternmost alternative. Six lanes would be required for the westernmost alternative between US 421 and Robinhood Road. The easternmost alternative would require six lanes from US 421 to Yadkinville Road. The remainder of the project would have four lanes. The preferred alternative route (designated C3-WEST-B) would follow the eastern corridor south of US 421, the western corridor between US 421 and Bethania-Tobaccoville Road, and the eastern corridor between Bethania-Tobaccoville Road and US 52. The project would meet the Eastern section of the Northern Beltway at the NC 66 Connector and US 52. The estimated costs for project alternatives ranged from $217.9 million to $247.6 million. This final supplement to the final EIS of March 1996 is included in this document along with the final EIS to a draft EIS on the eastern section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. For the western portion of the project, addressed in the draft EIS, changes made since the draft EIS are not substantial; however, there is new information relevant to environmental concerns regarding the project. Substantial changes have been made in the eastern portion of the project. The changes include addition of the eastern section extension to move the southern terminus of the project from US 421/I-40 Business southward to US 311 and the project as a whole will be designated I-74. Rights-of-way, construction, and utility adjustment costs of the preferred alternative are estimated at $269.4 million, $785.7 million, and $20.5 million, respectively. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 1,019 residential relocations, including 155 minority-owned residences, and 60 business relocations. One school and eight churches and cemeteries would be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 269 sensitive receptor sites. A total of 19 hazardous materials sites would be encountered during construction. The alignment would traverse floodplains and floodways at 22 and 13 sites, respectively, requiring the relocation of 6,189 linear feet of stream; total stream impacts would affect 35,665 linear feet of channel. Biotic communities impacted would include 106 acres of alluvial forest, 12 of piedmont bottomland forest, 63 acres of dry oak-hickory forest, 581 acres of dry mesic oak-hickory forest, 174 acres of mesic mixed hardwood forest, 369 acres of agricultural land, one acre of successional pine forest, 77 acres of pine plantation, 1,380 acres of prime farmland, 7.48 acres of wetlands, and 24.7 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 0700058, Final/Final Supplemental EIS--575 pages, Appendices--581 pages, Figures--369 pages and maps, October 18, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Creeks KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345792?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 52 SOUTH TO I-40 BUSINESS AND I-40 BUSINESS SOUTH TO US 311, FORSYTH COUNTY, NORTH CAROLINA. (DRAFT SUPPLEMENT TO THE FINAL ENVRONMENTAL IMPACT STATEMENT OF MARCH 1996). AN - 16358295; 11220 AB - PURPOSE: The construction of the western section of the Northern Beltway, a loop roadway in western Forsyth County, North Carolina, is proposed. The project would extend from Stratford Road (US 158) southwest of Winston-Salem to US 52 in the north, near Rural Hall. The facility would connect with the eastern *section of the Northern Beltway at US 52. When completed, the two facilities would serve as a loop around the north side of Winston-Salem. The project is scheduled for construction in four phases, with right-of-way acquisitions beginning in federal fiscal year (FFY) 1996 and construction starting in FFY 1998. Nine alternatives, including a No-Build Alternative, were considered in the final EIS of March 1996. Under the eight build alternatives outlined in the final EIS, the alternatives would provide for two feasible general corridors, allowing construction within the Muddy Creek Basin, with two potential northern end points and two possible crossover segments in the vicinity of US 421. The proposed facility would be a multilane, divided roadway, with full control of access. The design speed would be 70 mph. Except at the southern end point, all access to the proposed facility would be limited to grade-separated interchanges. Projected traffic in design year 2015 is 25,400 to 48,800 vehicles per day for the westernmost alternative, and 30,300 to 57,000 vehicles per day for the easternmost alternative. Six lanes would be required for the westernmost alternative between US 421 and Robinhood Road. The easternmost alternative would require six lanes from US 421 to Yadkinville Road. The remainder of the project would have four lanes. The preferred alternative route (designated C3-WEST-B) would follow the eastern corridor south of US 421, the western corridor between US 421 and Behania-Tobaccoville Road, and the eastern corridor between Bethania-Tobaccoville Road and US 52. The project would meet the Eastern section of the Northern Beltway at the NC 66 Connector and US 52. The estimated costs for project alternatives ranged from $217.9 million to $247.6 million. This draft supplement to the final EIS of March 1996 is included in this document along with a final supplement to a draft EIS on the eastern section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. For the western portion of the project, addressed in the draft EIS, changes made since the draft EIS are not substantial; however, there is new information relevant to environmental concerns regarding the project. Substantial changes have been made in the eastern portion of the project. The changes include addition of the eastern section extension to move the southern terminus of the project from US 421/I-40 Business southward to US 311 and the project as a whole will be designated I-74. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed project would result in improved transportation flows and reduced congestion on the principal radial arteries throughout the area. Air quality would improve under the build alternatives, compared with the level under the No-Build Alternative, by the year 2015; vehicles would be diverted from congested arterials with traffic signals to a continuous-flow facility without signals. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional pine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 92-0320D, Volume 16, Number 6 and 96-0169F, Volume 20, Number 2, respectively. JF - EPA number: 040496, Draft EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 KW - Roads and Railroads KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16358295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 18, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). AN - 16349225; 11221 AB - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EISs, see 95-0469 Volume 19, Number 5. JF - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-FS KW - Biologic Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Aircraft Noise KW - Helicopters KW - Noise KW - Recreation Resources KW - Recreation Resources Management KW - Ski Areas KW - Wilderness KW - North Carolina KW - Uinta National Forest KW - Utah KW - Wasatch-Cache National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16349225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. [Part 4 of 4] T2 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. AN - 905874616; 11217-3_0004 AB - PURPOSE: The issuance of a permit by the Surface Transportation Board (Board) for the construction and operation of 17.3 miles of rail line, to be known as the Western Alignment or Tongue River III, in Rosebud and Big Horn counties, Montana is proposed. The applicant (Tongue River Railroad Company, Inc.) previously previously submitted two related applications that were considered and approved by the Interstate Commerce Commission, the Board's predecessor, in 1986 and 1996, known as Tongue River I and II, respectively, involving the construction and operation of rail lines in Custer, Big Horn, Powder River, and Rosebud counties. The Western Alignment is an alternative route for the southernmost portion of the 41-mile Ashland-to-Decker alignment approved under Tongue River II and known as the Four Mile Alternative. The overall purpose of all the Tongue River rail projects is to transport coal from mines in the Powder River basin and the Tongue River Valley to markets in the Midwest and Northeast. The Board has conducted a thorough and comprehensive analysis of all potential environmental impacts associated with construction and operation of the proposed Western Alignment. As part of the analysis, this supplement compares potential impacts of the Western Alignment to those of the previously approved Four Mile Creek Alternative considered in the 1996 final EIS. Furthermore, in this supplement, the applicant's proposed refinements to the alignment previously approved by the 1986 and 1996 reviews. It has been determined that both the proposed Western Alignment and the proposed Four Mile Creek Alignment are environmentally acceptable routes and that proposed refinements to alignments previously approved for Tongue River I and II would not result in any new significant impacts. POSITIVE IMPACTS: By transporting coal from the Powder River basin and Tongue River Valley to the national railway system, the new rail lines would ensure a continued supply of coal to electrical power generation interests in the Midwest and Northeast. The reliability, security, and longevity of the U.S. coal supply system would be bolstered and the nation's dependence on foreign sources of energy, particularly oil, would be lessened. Either of the routes considered acceptable, as eigher could operate safely and both avoid the sensitive Tongue River Canyon. The Western Alignment would offer certain operational efficiencies and concomitant environmental benefits due to its more favorable grade. NEGATIVE IMPACTS: The Western Alignment would displace 672 acres of new rights-of-way, affecting 13 landowners, 42 non-perennial stream crossings, 1.69 acres of wetlands, habitat for three endangered species, and nine cultural and paleontological resource sites. In addition, the project would require 17.3 million cubic yards of excavation, result in 18,300 to 28,700 tons of erosion per year during construction, increase sediment loads in the Tongue River by 6,770 to 10,600 tons per year, and require one new river bridge crossing. The Four Mile Creek Alignment would displace 765 acres of new rights-of-way, affecting 15 landowners (including two homeowners to be displaced), 40 non-perennial stream crossings, 6.09 acres of wetlands, habitat for three endangered species, and six cultural and paleontological resource sites. In addition, the project would require 10.3 million cubic yards of excavation, result in 14,600 to 23,800 tons of erosion per year during construction, increase sediment loads in the Tongue River by 3,650 to 6,000 tons per year, and require one new river bridge crossing. LEGAL MANDATES: American Indian Religious Freedom Act of 1978, Interstate Commerce Act (49 U.S.C. Sec 10901), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft, draft supplement, and final EIS on the 1996 Tongue River II rail line, see 92-0314D, Volume 16, Number 4, 94-0124D, Volume 18, Number 2, and 96-0184F, Volume 20, Number 2, respectively. JF - EPA number: 040493, Draft EIS--394 pages, Appendices--521 pages, October 15, 2004 PY - 2004 VL - 4 KW - Roads and Railroads KW - Agency number: STB 35117 KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Paleontological Sites KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Sediment KW - Streams KW - Transportation KW - Wetlands KW - Montana KW - American Indian Religious Freedom Act of 1978, Compliance KW - Interstate Commerce Act, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.title=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Surface Transportation Board, Washington, District of Columbia N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. [Part 3 of 4] T2 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. AN - 905874615; 11217-3_0003 AB - PURPOSE: The issuance of a permit by the Surface Transportation Board (Board) for the construction and operation of 17.3 miles of rail line, to be known as the Western Alignment or Tongue River III, in Rosebud and Big Horn counties, Montana is proposed. The applicant (Tongue River Railroad Company, Inc.) previously previously submitted two related applications that were considered and approved by the Interstate Commerce Commission, the Board's predecessor, in 1986 and 1996, known as Tongue River I and II, respectively, involving the construction and operation of rail lines in Custer, Big Horn, Powder River, and Rosebud counties. The Western Alignment is an alternative route for the southernmost portion of the 41-mile Ashland-to-Decker alignment approved under Tongue River II and known as the Four Mile Alternative. The overall purpose of all the Tongue River rail projects is to transport coal from mines in the Powder River basin and the Tongue River Valley to markets in the Midwest and Northeast. The Board has conducted a thorough and comprehensive analysis of all potential environmental impacts associated with construction and operation of the proposed Western Alignment. As part of the analysis, this supplement compares potential impacts of the Western Alignment to those of the previously approved Four Mile Creek Alternative considered in the 1996 final EIS. Furthermore, in this supplement, the applicant's proposed refinements to the alignment previously approved by the 1986 and 1996 reviews. It has been determined that both the proposed Western Alignment and the proposed Four Mile Creek Alignment are environmentally acceptable routes and that proposed refinements to alignments previously approved for Tongue River I and II would not result in any new significant impacts. POSITIVE IMPACTS: By transporting coal from the Powder River basin and Tongue River Valley to the national railway system, the new rail lines would ensure a continued supply of coal to electrical power generation interests in the Midwest and Northeast. The reliability, security, and longevity of the U.S. coal supply system would be bolstered and the nation's dependence on foreign sources of energy, particularly oil, would be lessened. Either of the routes considered acceptable, as eigher could operate safely and both avoid the sensitive Tongue River Canyon. The Western Alignment would offer certain operational efficiencies and concomitant environmental benefits due to its more favorable grade. NEGATIVE IMPACTS: The Western Alignment would displace 672 acres of new rights-of-way, affecting 13 landowners, 42 non-perennial stream crossings, 1.69 acres of wetlands, habitat for three endangered species, and nine cultural and paleontological resource sites. In addition, the project would require 17.3 million cubic yards of excavation, result in 18,300 to 28,700 tons of erosion per year during construction, increase sediment loads in the Tongue River by 6,770 to 10,600 tons per year, and require one new river bridge crossing. The Four Mile Creek Alignment would displace 765 acres of new rights-of-way, affecting 15 landowners (including two homeowners to be displaced), 40 non-perennial stream crossings, 6.09 acres of wetlands, habitat for three endangered species, and six cultural and paleontological resource sites. In addition, the project would require 10.3 million cubic yards of excavation, result in 14,600 to 23,800 tons of erosion per year during construction, increase sediment loads in the Tongue River by 3,650 to 6,000 tons per year, and require one new river bridge crossing. LEGAL MANDATES: American Indian Religious Freedom Act of 1978, Interstate Commerce Act (49 U.S.C. Sec 10901), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft, draft supplement, and final EIS on the 1996 Tongue River II rail line, see 92-0314D, Volume 16, Number 4, 94-0124D, Volume 18, Number 2, and 96-0184F, Volume 20, Number 2, respectively. JF - EPA number: 040493, Draft EIS--394 pages, Appendices--521 pages, October 15, 2004 PY - 2004 VL - 3 KW - Roads and Railroads KW - Agency number: STB 35117 KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Paleontological Sites KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Sediment KW - Streams KW - Transportation KW - Wetlands KW - Montana KW - American Indian Religious Freedom Act of 1978, Compliance KW - Interstate Commerce Act, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874615?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.title=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Surface Transportation Board, Washington, District of Columbia N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. [Part 2 of 4] T2 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. AN - 905874613; 11217-3_0002 AB - PURPOSE: The issuance of a permit by the Surface Transportation Board (Board) for the construction and operation of 17.3 miles of rail line, to be known as the Western Alignment or Tongue River III, in Rosebud and Big Horn counties, Montana is proposed. The applicant (Tongue River Railroad Company, Inc.) previously previously submitted two related applications that were considered and approved by the Interstate Commerce Commission, the Board's predecessor, in 1986 and 1996, known as Tongue River I and II, respectively, involving the construction and operation of rail lines in Custer, Big Horn, Powder River, and Rosebud counties. The Western Alignment is an alternative route for the southernmost portion of the 41-mile Ashland-to-Decker alignment approved under Tongue River II and known as the Four Mile Alternative. The overall purpose of all the Tongue River rail projects is to transport coal from mines in the Powder River basin and the Tongue River Valley to markets in the Midwest and Northeast. The Board has conducted a thorough and comprehensive analysis of all potential environmental impacts associated with construction and operation of the proposed Western Alignment. As part of the analysis, this supplement compares potential impacts of the Western Alignment to those of the previously approved Four Mile Creek Alternative considered in the 1996 final EIS. Furthermore, in this supplement, the applicant's proposed refinements to the alignment previously approved by the 1986 and 1996 reviews. It has been determined that both the proposed Western Alignment and the proposed Four Mile Creek Alignment are environmentally acceptable routes and that proposed refinements to alignments previously approved for Tongue River I and II would not result in any new significant impacts. POSITIVE IMPACTS: By transporting coal from the Powder River basin and Tongue River Valley to the national railway system, the new rail lines would ensure a continued supply of coal to electrical power generation interests in the Midwest and Northeast. The reliability, security, and longevity of the U.S. coal supply system would be bolstered and the nation's dependence on foreign sources of energy, particularly oil, would be lessened. Either of the routes considered acceptable, as eigher could operate safely and both avoid the sensitive Tongue River Canyon. The Western Alignment would offer certain operational efficiencies and concomitant environmental benefits due to its more favorable grade. NEGATIVE IMPACTS: The Western Alignment would displace 672 acres of new rights-of-way, affecting 13 landowners, 42 non-perennial stream crossings, 1.69 acres of wetlands, habitat for three endangered species, and nine cultural and paleontological resource sites. In addition, the project would require 17.3 million cubic yards of excavation, result in 18,300 to 28,700 tons of erosion per year during construction, increase sediment loads in the Tongue River by 6,770 to 10,600 tons per year, and require one new river bridge crossing. The Four Mile Creek Alignment would displace 765 acres of new rights-of-way, affecting 15 landowners (including two homeowners to be displaced), 40 non-perennial stream crossings, 6.09 acres of wetlands, habitat for three endangered species, and six cultural and paleontological resource sites. In addition, the project would require 10.3 million cubic yards of excavation, result in 14,600 to 23,800 tons of erosion per year during construction, increase sediment loads in the Tongue River by 3,650 to 6,000 tons per year, and require one new river bridge crossing. LEGAL MANDATES: American Indian Religious Freedom Act of 1978, Interstate Commerce Act (49 U.S.C. Sec 10901), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft, draft supplement, and final EIS on the 1996 Tongue River II rail line, see 92-0314D, Volume 16, Number 4, 94-0124D, Volume 18, Number 2, and 96-0184F, Volume 20, Number 2, respectively. JF - EPA number: 040493, Draft EIS--394 pages, Appendices--521 pages, October 15, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Agency number: STB 35117 KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Paleontological Sites KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Sediment KW - Streams KW - Transportation KW - Wetlands KW - Montana KW - American Indian Religious Freedom Act of 1978, Compliance KW - Interstate Commerce Act, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874613?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.title=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Surface Transportation Board, Washington, District of Columbia N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. [Part 1 of 4] T2 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. AN - 905874612; 11217-3_0001 AB - PURPOSE: The issuance of a permit by the Surface Transportation Board (Board) for the construction and operation of 17.3 miles of rail line, to be known as the Western Alignment or Tongue River III, in Rosebud and Big Horn counties, Montana is proposed. The applicant (Tongue River Railroad Company, Inc.) previously previously submitted two related applications that were considered and approved by the Interstate Commerce Commission, the Board's predecessor, in 1986 and 1996, known as Tongue River I and II, respectively, involving the construction and operation of rail lines in Custer, Big Horn, Powder River, and Rosebud counties. The Western Alignment is an alternative route for the southernmost portion of the 41-mile Ashland-to-Decker alignment approved under Tongue River II and known as the Four Mile Alternative. The overall purpose of all the Tongue River rail projects is to transport coal from mines in the Powder River basin and the Tongue River Valley to markets in the Midwest and Northeast. The Board has conducted a thorough and comprehensive analysis of all potential environmental impacts associated with construction and operation of the proposed Western Alignment. As part of the analysis, this supplement compares potential impacts of the Western Alignment to those of the previously approved Four Mile Creek Alternative considered in the 1996 final EIS. Furthermore, in this supplement, the applicant's proposed refinements to the alignment previously approved by the 1986 and 1996 reviews. It has been determined that both the proposed Western Alignment and the proposed Four Mile Creek Alignment are environmentally acceptable routes and that proposed refinements to alignments previously approved for Tongue River I and II would not result in any new significant impacts. POSITIVE IMPACTS: By transporting coal from the Powder River basin and Tongue River Valley to the national railway system, the new rail lines would ensure a continued supply of coal to electrical power generation interests in the Midwest and Northeast. The reliability, security, and longevity of the U.S. coal supply system would be bolstered and the nation's dependence on foreign sources of energy, particularly oil, would be lessened. Either of the routes considered acceptable, as eigher could operate safely and both avoid the sensitive Tongue River Canyon. The Western Alignment would offer certain operational efficiencies and concomitant environmental benefits due to its more favorable grade. NEGATIVE IMPACTS: The Western Alignment would displace 672 acres of new rights-of-way, affecting 13 landowners, 42 non-perennial stream crossings, 1.69 acres of wetlands, habitat for three endangered species, and nine cultural and paleontological resource sites. In addition, the project would require 17.3 million cubic yards of excavation, result in 18,300 to 28,700 tons of erosion per year during construction, increase sediment loads in the Tongue River by 6,770 to 10,600 tons per year, and require one new river bridge crossing. The Four Mile Creek Alignment would displace 765 acres of new rights-of-way, affecting 15 landowners (including two homeowners to be displaced), 40 non-perennial stream crossings, 6.09 acres of wetlands, habitat for three endangered species, and six cultural and paleontological resource sites. In addition, the project would require 10.3 million cubic yards of excavation, result in 14,600 to 23,800 tons of erosion per year during construction, increase sediment loads in the Tongue River by 3,650 to 6,000 tons per year, and require one new river bridge crossing. LEGAL MANDATES: American Indian Religious Freedom Act of 1978, Interstate Commerce Act (49 U.S.C. Sec 10901), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft, draft supplement, and final EIS on the 1996 Tongue River II rail line, see 92-0314D, Volume 16, Number 4, 94-0124D, Volume 18, Number 2, and 96-0184F, Volume 20, Number 2, respectively. JF - EPA number: 040493, Draft EIS--394 pages, Appendices--521 pages, October 15, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: STB 35117 KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Paleontological Sites KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Sediment KW - Streams KW - Transportation KW - Wetlands KW - Montana KW - American Indian Religious Freedom Act of 1978, Compliance KW - Interstate Commerce Act, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874612?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.title=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Surface Transportation Board, Washington, District of Columbia N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MASTER PLAN DEVELOPMENT, INCLUDING RUNWAY SAFETY AREA ENHANCEMENT /EXTENSION OF RUNWAY 12-30 AND OTHER IMPROVEMENTS, GARY/CHICAGO INTERNATIONAL AIRPORT, GARY, INDIANA. [Part 3 of 3] T2 - MASTER PLAN DEVELOPMENT, INCLUDING RUNWAY SAFETY AREA ENHANCEMENT /EXTENSION OF RUNWAY 12-30 AND OTHER IMPROVEMENTS, GARY/CHICAGO INTERNATIONAL AIRPORT, GARY, INDIANA. AN - 36365410; 11218-040494_0003 AB - PURPOSE: The enhancement and extension of Runway 12/30 and other facility improvements at Gary/Chicago International Airport in Gary, Indiana are proposed. Gary/Chicago International Airport is a commercial service primary airport located in northwestern Indiana. Southeast Airlines provides service as a supplemental carrier from the airport to Florida with MD-80 and DC-9 aircraft. The existing airfield configuration consists of two active runways; Runway 12-30 is the primary runway, with a length of 7,000 feet and a width of 150 feet. The primary runway and the associated runway safety area do not conform to current federal design standards. The project would include improvements to existing Runway 12-30 to allow it to conform with current federal standards, including modification of the associated safety area, relocation of EJ&E Railway, modification of ongoing cleanup activities, relocation of an airside perimeter roadway, extension of Runway 12 to the northwest approximately 546 feet by 150 feet, relocation of the Runway 12-30 navigational aids facilities; improvement of the Runway 12 safety area, relocation of the Runway 12 threshold to remove prior displacement, displacement of the Runway 30 threshold using declared distance standards approximately 546 feet to the northwest to improve the runway safety area, extension of parallel Taxiway A to the new end of Runway 12, and acquire land northwest and southeast of the airport for modifications and the provision of a safety area. Further improvements to Runway 12-30 would include extension of the length of Runway 12-30 up to approximately 1,354 feet by 150 feet; relocation of the runway's navigational aids facilities; extension of parallel Taxiway A to the new end of Runway 12-30; construction of deicing hold pads on Taxiway A at the ends of Runway 12 and Runway 30, development of two high-speed exit taxiways, improvement and extension of the Runway 12 safety area by approximately 1,100 feet, relocation of the Runway 12 threshold to the end of the extended runway pavement, In addition, the project would include expansion of the existing passenger terminal and apron by addition of a second story to the east or a single-story expansion to both the east and the west. Sites adjacent to extended Runway 12-30 would be analyzed for the placement of aviation-related development, including a new passenger terminal and air cargo areas. POSITIVE IMPACTS: By bringing Runway 12-30 up to federal standards, the project would significantly enhance the safety and efficiency of airfield operations. The additional runway length needed by existing and future air carrier and cargo operators would be provided, allowing the operators to operate in accordance with the appropriate load factors. Expansion of the terminal facility and associated apron would allow the airport to meet the demands of projected airline users. Selection and acquisition of new sites for a future passenger terminal and/or cargo facility would ensure appropriate capacity for these purposes at the airport. The number of residences exposed to excessive aircraft noise would decline due to more efficient runway operations. Expansion of airport capacity would provide a market boost to an economically depressed area. NEGATIVE IMPACTS: Estimated emissions of carbon dioxide, volatilized organic compounds, nitrogen dioxide, sulfur dioxide, and particulate matter, respectively, would be 0.6, 0.1, 5.1, 0.0, and 0.2 tons per year. The extent of impervious area at the airport would increase, thereby increasing storm water runoff. Two wetland areas would be affected by fill. Project impacts would disproportionately affect low-income and minority populations, though these impacts would generally not be significant. The railway relocation component of the project would affect one state-listed endangered plant species (Bicknell Northern Crane's Bill) and one state herpeto fauna species of concern (Northern cricket frog). Several hazardous waste sites lie within the areas to be developed. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (49 U.S.C. 40101) and Federal Aviation Act of 1958 (49 U.S.C. 47101) PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0365D, Volume 28, Number 4. JF - EPA number: 040494, Final EIS--921 pages, Appendix A--254 pages, Appendices B-K--945 pages, October 15, 2004 PY - 2004 VL - 3 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Carbon Dioxide KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hazardous Wastes KW - Minorities KW - Navigation Aids KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Railroads KW - Safety KW - Sulfur Dioxide KW - Terminal Facilities KW - Transportation KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Surveys KW - Illinois KW - Indiana KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MASTER+PLAN+DEVELOPMENT%2C+INCLUDING+RUNWAY+SAFETY+AREA+ENHANCEMENT+%2FEXTENSION+OF+RUNWAY+12-30+AND+OTHER+IMPROVEMENTS%2C+GARY%2FCHICAGO+INTERNATIONAL+AIRPORT%2C+GARY%2C+INDIANA.&rft.title=MASTER+PLAN+DEVELOPMENT%2C+INCLUDING+RUNWAY+SAFETY+AREA+ENHANCEMENT+%2FEXTENSION+OF+RUNWAY+12-30+AND+OTHER+IMPROVEMENTS%2C+GARY%2FCHICAGO+INTERNATIONAL+AIRPORT%2C+GARY%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Des Planes, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 15, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MASTER PLAN DEVELOPMENT, INCLUDING RUNWAY SAFETY AREA ENHANCEMENT /EXTENSION OF RUNWAY 12-30 AND OTHER IMPROVEMENTS, GARY/CHICAGO INTERNATIONAL AIRPORT, GARY, INDIANA. [Part 2 of 3] T2 - MASTER PLAN DEVELOPMENT, INCLUDING RUNWAY SAFETY AREA ENHANCEMENT /EXTENSION OF RUNWAY 12-30 AND OTHER IMPROVEMENTS, GARY/CHICAGO INTERNATIONAL AIRPORT, GARY, INDIANA. AN - 36361414; 11218-040494_0002 AB - PURPOSE: The enhancement and extension of Runway 12/30 and other facility improvements at Gary/Chicago International Airport in Gary, Indiana are proposed. Gary/Chicago International Airport is a commercial service primary airport located in northwestern Indiana. Southeast Airlines provides service as a supplemental carrier from the airport to Florida with MD-80 and DC-9 aircraft. The existing airfield configuration consists of two active runways; Runway 12-30 is the primary runway, with a length of 7,000 feet and a width of 150 feet. The primary runway and the associated runway safety area do not conform to current federal design standards. The project would include improvements to existing Runway 12-30 to allow it to conform with current federal standards, including modification of the associated safety area, relocation of EJ&E Railway, modification of ongoing cleanup activities, relocation of an airside perimeter roadway, extension of Runway 12 to the northwest approximately 546 feet by 150 feet, relocation of the Runway 12-30 navigational aids facilities; improvement of the Runway 12 safety area, relocation of the Runway 12 threshold to remove prior displacement, displacement of the Runway 30 threshold using declared distance standards approximately 546 feet to the northwest to improve the runway safety area, extension of parallel Taxiway A to the new end of Runway 12, and acquire land northwest and southeast of the airport for modifications and the provision of a safety area. Further improvements to Runway 12-30 would include extension of the length of Runway 12-30 up to approximately 1,354 feet by 150 feet; relocation of the runway's navigational aids facilities; extension of parallel Taxiway A to the new end of Runway 12-30; construction of deicing hold pads on Taxiway A at the ends of Runway 12 and Runway 30, development of two high-speed exit taxiways, improvement and extension of the Runway 12 safety area by approximately 1,100 feet, relocation of the Runway 12 threshold to the end of the extended runway pavement, In addition, the project would include expansion of the existing passenger terminal and apron by addition of a second story to the east or a single-story expansion to both the east and the west. Sites adjacent to extended Runway 12-30 would be analyzed for the placement of aviation-related development, including a new passenger terminal and air cargo areas. POSITIVE IMPACTS: By bringing Runway 12-30 up to federal standards, the project would significantly enhance the safety and efficiency of airfield operations. The additional runway length needed by existing and future air carrier and cargo operators would be provided, allowing the operators to operate in accordance with the appropriate load factors. Expansion of the terminal facility and associated apron would allow the airport to meet the demands of projected airline users. Selection and acquisition of new sites for a future passenger terminal and/or cargo facility would ensure appropriate capacity for these purposes at the airport. The number of residences exposed to excessive aircraft noise would decline due to more efficient runway operations. Expansion of airport capacity would provide a market boost to an economically depressed area. NEGATIVE IMPACTS: Estimated emissions of carbon dioxide, volatilized organic compounds, nitrogen dioxide, sulfur dioxide, and particulate matter, respectively, would be 0.6, 0.1, 5.1, 0.0, and 0.2 tons per year. The extent of impervious area at the airport would increase, thereby increasing storm water runoff. Two wetland areas would be affected by fill. Project impacts would disproportionately affect low-income and minority populations, though these impacts would generally not be significant. The railway relocation component of the project would affect one state-listed endangered plant species (Bicknell Northern Crane's Bill) and one state herpeto fauna species of concern (Northern cricket frog). Several hazardous waste sites lie within the areas to be developed. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (49 U.S.C. 40101) and Federal Aviation Act of 1958 (49 U.S.C. 47101) PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0365D, Volume 28, Number 4. JF - EPA number: 040494, Final EIS--921 pages, Appendix A--254 pages, Appendices B-K--945 pages, October 15, 2004 PY - 2004 VL - 2 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Carbon Dioxide KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hazardous Wastes KW - Minorities KW - Navigation Aids KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Railroads KW - Safety KW - Sulfur Dioxide KW - Terminal Facilities KW - Transportation KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Surveys KW - Illinois KW - Indiana KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36361414?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MASTER+PLAN+DEVELOPMENT%2C+INCLUDING+RUNWAY+SAFETY+AREA+ENHANCEMENT+%2FEXTENSION+OF+RUNWAY+12-30+AND+OTHER+IMPROVEMENTS%2C+GARY%2FCHICAGO+INTERNATIONAL+AIRPORT%2C+GARY%2C+INDIANA.&rft.title=MASTER+PLAN+DEVELOPMENT%2C+INCLUDING+RUNWAY+SAFETY+AREA+ENHANCEMENT+%2FEXTENSION+OF+RUNWAY+12-30+AND+OTHER+IMPROVEMENTS%2C+GARY%2FCHICAGO+INTERNATIONAL+AIRPORT%2C+GARY%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Des Planes, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 15, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MASTER PLAN DEVELOPMENT, INCLUDING RUNWAY SAFETY AREA ENHANCEMENT /EXTENSION OF RUNWAY 12-30 AND OTHER IMPROVEMENTS, GARY/CHICAGO INTERNATIONAL AIRPORT, GARY, INDIANA. [Part 1 of 3] T2 - MASTER PLAN DEVELOPMENT, INCLUDING RUNWAY SAFETY AREA ENHANCEMENT /EXTENSION OF RUNWAY 12-30 AND OTHER IMPROVEMENTS, GARY/CHICAGO INTERNATIONAL AIRPORT, GARY, INDIANA. AN - 36361309; 11218-040494_0001 AB - PURPOSE: The enhancement and extension of Runway 12/30 and other facility improvements at Gary/Chicago International Airport in Gary, Indiana are proposed. Gary/Chicago International Airport is a commercial service primary airport located in northwestern Indiana. Southeast Airlines provides service as a supplemental carrier from the airport to Florida with MD-80 and DC-9 aircraft. The existing airfield configuration consists of two active runways; Runway 12-30 is the primary runway, with a length of 7,000 feet and a width of 150 feet. The primary runway and the associated runway safety area do not conform to current federal design standards. The project would include improvements to existing Runway 12-30 to allow it to conform with current federal standards, including modification of the associated safety area, relocation of EJ&E Railway, modification of ongoing cleanup activities, relocation of an airside perimeter roadway, extension of Runway 12 to the northwest approximately 546 feet by 150 feet, relocation of the Runway 12-30 navigational aids facilities; improvement of the Runway 12 safety area, relocation of the Runway 12 threshold to remove prior displacement, displacement of the Runway 30 threshold using declared distance standards approximately 546 feet to the northwest to improve the runway safety area, extension of parallel Taxiway A to the new end of Runway 12, and acquire land northwest and southeast of the airport for modifications and the provision of a safety area. Further improvements to Runway 12-30 would include extension of the length of Runway 12-30 up to approximately 1,354 feet by 150 feet; relocation of the runway's navigational aids facilities; extension of parallel Taxiway A to the new end of Runway 12-30; construction of deicing hold pads on Taxiway A at the ends of Runway 12 and Runway 30, development of two high-speed exit taxiways, improvement and extension of the Runway 12 safety area by approximately 1,100 feet, relocation of the Runway 12 threshold to the end of the extended runway pavement, In addition, the project would include expansion of the existing passenger terminal and apron by addition of a second story to the east or a single-story expansion to both the east and the west. Sites adjacent to extended Runway 12-30 would be analyzed for the placement of aviation-related development, including a new passenger terminal and air cargo areas. POSITIVE IMPACTS: By bringing Runway 12-30 up to federal standards, the project would significantly enhance the safety and efficiency of airfield operations. The additional runway length needed by existing and future air carrier and cargo operators would be provided, allowing the operators to operate in accordance with the appropriate load factors. Expansion of the terminal facility and associated apron would allow the airport to meet the demands of projected airline users. Selection and acquisition of new sites for a future passenger terminal and/or cargo facility would ensure appropriate capacity for these purposes at the airport. The number of residences exposed to excessive aircraft noise would decline due to more efficient runway operations. Expansion of airport capacity would provide a market boost to an economically depressed area. NEGATIVE IMPACTS: Estimated emissions of carbon dioxide, volatilized organic compounds, nitrogen dioxide, sulfur dioxide, and particulate matter, respectively, would be 0.6, 0.1, 5.1, 0.0, and 0.2 tons per year. The extent of impervious area at the airport would increase, thereby increasing storm water runoff. Two wetland areas would be affected by fill. Project impacts would disproportionately affect low-income and minority populations, though these impacts would generally not be significant. The railway relocation component of the project would affect one state-listed endangered plant species (Bicknell Northern Crane's Bill) and one state herpeto fauna species of concern (Northern cricket frog). Several hazardous waste sites lie within the areas to be developed. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (49 U.S.C. 40101) and Federal Aviation Act of 1958 (49 U.S.C. 47101) PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0365D, Volume 28, Number 4. JF - EPA number: 040494, Final EIS--921 pages, Appendix A--254 pages, Appendices B-K--945 pages, October 15, 2004 PY - 2004 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Carbon Dioxide KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hazardous Wastes KW - Minorities KW - Navigation Aids KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Railroads KW - Safety KW - Sulfur Dioxide KW - Terminal Facilities KW - Transportation KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Surveys KW - Illinois KW - Indiana KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36361309?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MASTER+PLAN+DEVELOPMENT%2C+INCLUDING+RUNWAY+SAFETY+AREA+ENHANCEMENT+%2FEXTENSION+OF+RUNWAY+12-30+AND+OTHER+IMPROVEMENTS%2C+GARY%2FCHICAGO+INTERNATIONAL+AIRPORT%2C+GARY%2C+INDIANA.&rft.title=MASTER+PLAN+DEVELOPMENT%2C+INCLUDING+RUNWAY+SAFETY+AREA+ENHANCEMENT+%2FEXTENSION+OF+RUNWAY+12-30+AND+OTHER+IMPROVEMENTS%2C+GARY%2FCHICAGO+INTERNATIONAL+AIRPORT%2C+GARY%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Des Planes, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 15, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TONGUE RIVER RAILROAD COMANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA. AN - 16358200; 11217 AB - PURPOSE: The issuance of a permit by the Surface Transportation Board (Board) for the construction and operation of 17.3 miles of rail line, to be known as the Western Alignment or Tongue River III, in Rosebud and Big Horn counties, Montana is proposed. The applicant (Tongue River Railroad Company, Inc.) previously previously submitted two related applications that were considered and approved by the Interstate Commerce Commission, the Board's predecessor, in 1986 and 1996, known as Tongue River I and II, respectively, involving the construction and operation of rail lines in Custer, Big Horn, Powder River, and Rosebud counties. The Western Alignment is an alternative route for the southernmost portion of the 41-mile Ashland-to-Decker alignment approved under Tongue River II and known as the Four Mile Alternative. The overall purpose of all the Tongue River rail projects is to transport coal from mines in the Powder River basin and the Tongue River Valley to markets in the Midwest and Northeast. The Board has conducted a thorough and comprehensive analysis of all potential environmental impacts associated with construction and operation of the proposed Western Alignment. As part of the analysis, this supplement compares potential impacts of the Western Alignment to those of the previously approved Four Mile Creek Alternative considered in the 1996 final EIS. Furthermore, in this supplement, the applicant's proposed refinements to the alignment previously approved by the 1986 and 1996 reviews. It has been determined that both the proposed Western Alignment and the proposed Four Mile Creek Alignment are environmentally acceptable routes and that proposed refinements to alignments previously approved for Tongue River I and II would not result in any new significant impacts. POSITIVE IMPACTS: By transporting coal from the Powder River basin and Tongue River Valley to the national railway system, the new rail lines would ensure a continued supply of coal to electrical power generation interests in the Midwest and Northeast. The reliability, security, and longevity of the U.S. coal supply system would be bolstered and the nation's dependence on foreign sources of energy, particularly oil, would be lessened. Either of the routes considered acceptable, as eigher could operate safely and both avoid the sensitive Tongue River Canyon. The Western Alignment would offer certain operational efficiencies and concomitant environmental benefits due to its more favorable grade. NEGATIVE IMPACTS: The Western Alignment would displace 672 acres of new rights-of-way, affecting 13 landowners, 42 non-perennial stream crossings, 1.69 acres of wetlands, habitat for three endangered species, and nine cultural and paleontological resource sites. In addition, the project would require 17.3 million cubic yards of excavation, result in 18,300 to 28,700 tons of erosion per year during construction, increase sediment loads in the Tongue River by 6,770 to 10,600 tons per year, and require one new river bridge crossing. The Four Mile Creek Alignment would displace 765 acres of new rights-of-way, affecting 15 landowners (including two homeowners to be displaced), 40 non-perennial stream crossings, 6.09 acres of wetlands, habitat for three endangered species, and six cultural and paleontological resource sites. In addition, the project would require 10.3 million cubic yards of excavation, result in 14,600 to 23,800 tons of erosion per year during construction, increase sediment loads in the Tongue River by 3,650 to 6,000 tons per year, and require one new river bridge crossing. LEGAL MANDATES: American Indian Religious Freedom Act of 1978, Interstate Commerce Act (49 U.S.C. Sec 10901), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft, draft supplement, and final EIS on the 1996 Tongue River II rail line, see 92-0314D, Volume 16, Number 4, 94-0124D, Volume 18, Number 2, and 96-0184F, Volume 20, Number 2, respectively. JF - EPA number: 040493, Draft EIS--394 pages, Appendices--521 pages, October 15, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: STB 35117 KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Paleontological Sites KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Sediment KW - Streams KW - Transportation KW - Wetlands KW - Montana KW - American Indian Religious Freedom Act of 1978, Compliance KW - Interstate Commerce Act, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16358200?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.title=TONGUE+RIVER+RAILROAD+COMANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Surface Transportation Board, Washington, District of Columbia N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTH OMAHA VETERANS MEMORIAL BRIDGE, OMAHA, NEBRASKA AND COUNCIL BLUFFS, IOWA. AN - 16342982; 11774 AB - PURPOSE: The replacement of the South Omaha Veterans Memorial Bridge, which carries US 275 across the Missouri River between Omaha, Nebraska and Council Bluffs, Iowa is proposed. The existing bridge is narrow and lacks the capacity to accommodate the current volume of traffic crossing the river at this point. The bridge provides only two 11-foot lanes and lacks the appropriate load carrying capacity, clearance and approach roadway alignment. US 275 is currently four lanes in Nebraska and two lanes in Iowa, but the Iowa Department of Transportation is currently planning to upgrade the Iowa facility to four lanes within a few years. Four alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative 1N) would provide for a four-lane bridge offset appropriately 110 feet north of the existing bridge, with a median, shoulders, and a pedestrian/bicyclist lane. Improvements to Missouri Avenue would be offset to the north from the existing centerline. POSITIVE IMPACTS: The project would provide a safe. Environmentally, sound, cost-effective, and efficient crossing of the Missouri River for users of US 275. The four-lane bridge would complement the four-lane section in Nebraska and the planned four-lane section in Iowa. NEGATIVE IMPACTS: Development of 20 acres of new rights-of-way development, including 6 acres acquired in fee simple and 14 acres acquired through easements, would require the relocation of 16 residences and three or four businesses, resulting in the displacement of 15 local jobs. Some community cohesion would be sacrificed. The project would also displace 2.77 acres of wetlands, four acres of low-quality riparian forest, three trees that could offer roosting sites for eagles, and nine acres within an off-highway vehicle park. Demolition of the existing bridge would result in the loss of a structure listed on the National Register of Historic Places. Two hazardous materials sites would be encountered during construction. Traffic-generated noise levels would exceed federal standards at 11 sensitive receptor sites. US 275 would e closed for up to four months during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0341D Volume 28, Number 3. JF - EPA number: 050431, 546 pages, October 13, 2004 PY - 2004 KW - Parks, Refuges and Forests KW - Agency number: FHWA-NE-EIS-04-01-F KW - Birds KW - Bridges KW - Demolition KW - Endangered Species (Animals) KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Iowa KW - Nebraska KW - Department of Transportation Appropriations Act of 1992, Recreational Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16342982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+OMAHA+VETERANS+MEMORIAL+BRIDGE%2C+OMAHA%2C+NEBRASKA+AND+COUNCIL+BLUFFS%2C+IOWA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 13, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 17, SOUTH OF ROUTE O TO SOUTH OF HOWELL COUNTY LINE, BRIDGE REPLACEMENT, TEXAS COUNTY, MISSOURI (JOB NUMBER J9P440). AN - 36436589; 11207 AB - PURPOSE: The improvement of two miles of Route 17 on a new location in Texas County, Missouri is proposed. The project termini are a point 0.5 mile south of the Howell County line and a point approximately 1.5 miles north of the Howell County Line. The project would include the replacement of existing Bridge J-665 over the Jacks Fork River. The new facility would consist of a two-lane highway with a design speed of 50 miles per hour. The existing route is characterized by substandard vertical and horizontal alignment and Bridge J-665 is functionally obsolete. The section of the roadway immediately north and south of the existing bridge has a accident rate that is higher than the statewide average. The route also accommodates a substantial volume of track traffic, requiring that the bridge be kept open during construction and the new facility be constructed on a new location parallel to the existing facility. Nine build alternatives and a No-Built Alternative are considered in this final EIS. The build alternatives range in length from 1.14 miles to 8.98 miles. The dimension of the Jacks Fort River crossing range from 160 feet to 30 feet in height and from 600 to 1,085 feet in length. Depending on the alternative considered, cost of the project ranges from $4.7 million to $21.8 million. POSITIVE IMPACTS: Relocation of the highway and replacement of the bridge would improve safety along this section of Route 17 and increase operating efficiencies, leading to a reduction in congestion and emissions of air pollutants. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three commercial structures and 30 residences, 5.22 acres of wetlands, and 32 acres of parkland. The highway would traverse one to nine streams and affect sensitive biological resources. Up to seven caves and three sinkholes could be affected. The existing bridge, which is eligible for inclusion on the National Register of Historic Places, would be demolished, and three to 17 architecturally significant structures and up to 12 archaeological resource sites could be affected. The new bridge would mar visual aesthetics in the vicinity of the crossing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-209D, Volume 27, Number 2. JF - EPA number: 040483, 634 pages and maps, October 5, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-02-01-F KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Highways KW - Historic Sites KW - Highway Structures KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36436589?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+17%2C+SOUTH+OF+ROUTE+O+TO+SOUTH+OF+HOWELL+COUNTY+LINE%2C+BRIDGE+REPLACEMENT%2C+TEXAS+COUNTY%2C+MISSOURI+%28JOB+NUMBER+J9P440%29.&rft.title=ROUTE+17%2C+SOUTH+OF+ROUTE+O+TO+SOUTH+OF+HOWELL+COUNTY+LINE%2C+BRIDGE+REPLACEMENT%2C+TEXAS+COUNTY%2C+MISSOURI+%28JOB+NUMBER+J9P440%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 5, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. AN - 36434578; 11206 AB - PURPOSE: The implementation of transportation improvements in the US 219 corridor between Myersdale and Somerset (State Route 6219, Section 020) in Somerset County, Pennsylvania is proposed. The study corridor extends from the northern end of the Meyersdale Bypass, which is a four-lane limited access roadway, to the southern end of the existing four-lane limited access section of US 219 south of Somerset. The study area includes Berlin Borough, Black Township, Brothers valley Township, Garrett Borough, Somerset Borough, Somerset Township, and Summit Township. US 219 extends from Interstate 90 (I-90) in New York to I-68 (US 40/48) in Maryland, then south through Maryland and West Virginia. US 219 is considered part of "Continental 1", a multimodal transportation corridor that extends from Canada to Florida. The existing roadway within the study corridor is characterized by substandard geometrics and capacity, resulting in traffic congestion, high accident rates, retardation of local economic development, and impedance system linkage and continuity. Alternatives considered in this draft EIS include four limited access four-lane highways on new alignment and a No Action Alternative. A preferred alignment (Alignment C-1) has been chosen. The preferred alignment would include eight bridges and nine major culverts. Cost of the project using the preferred alignment is estimated at $281.0 million. POSITIVE IMPACTS: The new facility would decrease congestion, improve safety, and reduce travel times within the corridor, providing a needed system linkage between two sections of four-lane highway. Truck traffic on local roads would be reduced, and local and regional economic would be stimulated. NEGATIVE IMPACTS: Development of 386 acres of rights-of-way would result in the displacement of one commercial structure, 10 acres of state game lands, 121.8 acres of productive agricultural lands, 54.3 acres of agricultural security areas, 67 acres of prime farmland, 68 acres of agricultural soils of statewide importance, 12.5 acres of wetlands, and 191 acres of forested land. The project would result in the relocation of 825 feet of perennial stream and 2,325 feet of intermittent stream, encroach upon three acres of floodplain, and affect habitat for two federally protected animal species. Surface and underground mining would be eliminated as a possibility under 123 acres and 139 acres, respectively. The project could affect significant archaeological resources and the Swamp Creek Valley Historic District. Traffic-generated noise levels would exceed federal standards in the vicinity of four sensitive receptors. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C.4601). JF - EPA number: 040482, Draft EIS--471 pages, CD-ROM, Map Supplement, October 5, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-01-D KW - Transportation KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36434578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.title=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 5, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ROUTE 17, SOUTH OF ROUTE O TO SOUTH OF HOWELL COUNTY LINE, BRIDGE REPLACEMENT, TEXAS COUNTY, MISSOURI (JOB NUMBER J9P440). [Part 1 of 1] T2 - ROUTE 17, SOUTH OF ROUTE O TO SOUTH OF HOWELL COUNTY LINE, BRIDGE REPLACEMENT, TEXAS COUNTY, MISSOURI (JOB NUMBER J9P440). AN - 36367041; 11207-040483_0001 AB - PURPOSE: The improvement of two miles of Route 17 on a new location in Texas County, Missouri is proposed. The project termini are a point 0.5 mile south of the Howell County line and a point approximately 1.5 miles north of the Howell County Line. The project would include the replacement of existing Bridge J-665 over the Jacks Fork River. The new facility would consist of a two-lane highway with a design speed of 50 miles per hour. The existing route is characterized by substandard vertical and horizontal alignment and Bridge J-665 is functionally obsolete. The section of the roadway immediately north and south of the existing bridge has a accident rate that is higher than the statewide average. The route also accommodates a substantial volume of track traffic, requiring that the bridge be kept open during construction and the new facility be constructed on a new location parallel to the existing facility. Nine build alternatives and a No-Built Alternative are considered in this final EIS. The build alternatives range in length from 1.14 miles to 8.98 miles. The dimension of the Jacks Fort River crossing range from 160 feet to 30 feet in height and from 600 to 1,085 feet in length. Depending on the alternative considered, cost of the project ranges from $4.7 million to $21.8 million. POSITIVE IMPACTS: Relocation of the highway and replacement of the bridge would improve safety along this section of Route 17 and increase operating efficiencies, leading to a reduction in congestion and emissions of air pollutants. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three commercial structures and 30 residences, 5.22 acres of wetlands, and 32 acres of parkland. The highway would traverse one to nine streams and affect sensitive biological resources. Up to seven caves and three sinkholes could be affected. The existing bridge, which is eligible for inclusion on the National Register of Historic Places, would be demolished, and three to 17 architecturally significant structures and up to 12 archaeological resource sites could be affected. The new bridge would mar visual aesthetics in the vicinity of the crossing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-209D, Volume 27, Number 2. JF - EPA number: 040483, 634 pages and maps, October 5, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-02-01-F KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Highways KW - Historic Sites KW - Highway Structures KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 5, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. [Part 2 of 2] T2 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. AN - 36364500; 11206-040482_0002 AB - PURPOSE: The implementation of transportation improvements in the US 219 corridor between Myersdale and Somerset (State Route 6219, Section 020) in Somerset County, Pennsylvania is proposed. The study corridor extends from the northern end of the Meyersdale Bypass, which is a four-lane limited access roadway, to the southern end of the existing four-lane limited access section of US 219 south of Somerset. The study area includes Berlin Borough, Black Township, Brothers valley Township, Garrett Borough, Somerset Borough, Somerset Township, and Summit Township. US 219 extends from Interstate 90 (I-90) in New York to I-68 (US 40/48) in Maryland, then south through Maryland and West Virginia. US 219 is considered part of "Continental 1", a multimodal transportation corridor that extends from Canada to Florida. The existing roadway within the study corridor is characterized by substandard geometrics and capacity, resulting in traffic congestion, high accident rates, retardation of local economic development, and impedance system linkage and continuity. Alternatives considered in this draft EIS include four limited access four-lane highways on new alignment and a No Action Alternative. A preferred alignment (Alignment C-1) has been chosen. The preferred alignment would include eight bridges and nine major culverts. Cost of the project using the preferred alignment is estimated at $281.0 million. POSITIVE IMPACTS: The new facility would decrease congestion, improve safety, and reduce travel times within the corridor, providing a needed system linkage between two sections of four-lane highway. Truck traffic on local roads would be reduced, and local and regional economic would be stimulated. NEGATIVE IMPACTS: Development of 386 acres of rights-of-way would result in the displacement of one commercial structure, 10 acres of state game lands, 121.8 acres of productive agricultural lands, 54.3 acres of agricultural security areas, 67 acres of prime farmland, 68 acres of agricultural soils of statewide importance, 12.5 acres of wetlands, and 191 acres of forested land. The project would result in the relocation of 825 feet of perennial stream and 2,325 feet of intermittent stream, encroach upon three acres of floodplain, and affect habitat for two federally protected animal species. Surface and underground mining would be eliminated as a possibility under 123 acres and 139 acres, respectively. The project could affect significant archaeological resources and the Swamp Creek Valley Historic District. Traffic-generated noise levels would exceed federal standards in the vicinity of four sensitive receptors. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C.4601). JF - EPA number: 040482, Draft EIS--471 pages, CD-ROM, Map Supplement, October 5, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-01-D KW - Transportation KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364500?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.title=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 5, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. [Part 1 of 2] T2 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. AN - 36363161; 11206-040482_0001 AB - PURPOSE: The implementation of transportation improvements in the US 219 corridor between Myersdale and Somerset (State Route 6219, Section 020) in Somerset County, Pennsylvania is proposed. The study corridor extends from the northern end of the Meyersdale Bypass, which is a four-lane limited access roadway, to the southern end of the existing four-lane limited access section of US 219 south of Somerset. The study area includes Berlin Borough, Black Township, Brothers valley Township, Garrett Borough, Somerset Borough, Somerset Township, and Summit Township. US 219 extends from Interstate 90 (I-90) in New York to I-68 (US 40/48) in Maryland, then south through Maryland and West Virginia. US 219 is considered part of "Continental 1", a multimodal transportation corridor that extends from Canada to Florida. The existing roadway within the study corridor is characterized by substandard geometrics and capacity, resulting in traffic congestion, high accident rates, retardation of local economic development, and impedance system linkage and continuity. Alternatives considered in this draft EIS include four limited access four-lane highways on new alignment and a No Action Alternative. A preferred alignment (Alignment C-1) has been chosen. The preferred alignment would include eight bridges and nine major culverts. Cost of the project using the preferred alignment is estimated at $281.0 million. POSITIVE IMPACTS: The new facility would decrease congestion, improve safety, and reduce travel times within the corridor, providing a needed system linkage between two sections of four-lane highway. Truck traffic on local roads would be reduced, and local and regional economic would be stimulated. NEGATIVE IMPACTS: Development of 386 acres of rights-of-way would result in the displacement of one commercial structure, 10 acres of state game lands, 121.8 acres of productive agricultural lands, 54.3 acres of agricultural security areas, 67 acres of prime farmland, 68 acres of agricultural soils of statewide importance, 12.5 acres of wetlands, and 191 acres of forested land. The project would result in the relocation of 825 feet of perennial stream and 2,325 feet of intermittent stream, encroach upon three acres of floodplain, and affect habitat for two federally protected animal species. Surface and underground mining would be eliminated as a possibility under 123 acres and 139 acres, respectively. The project could affect significant archaeological resources and the Swamp Creek Valley Historic District. Traffic-generated noise levels would exceed federal standards in the vicinity of four sensitive receptors. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C.4601). JF - EPA number: 040482, Draft EIS--471 pages, CD-ROM, Map Supplement, October 5, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-01-D KW - Transportation KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363161?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.title=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 5, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. [Part 7 of 7] T2 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. AN - 36367782; 11202-040478_0007 AB - PURPOSE: The extension of Runway 17/35 and related actions at Philadelphia International Airport, Philadelphia, Pennsylvania are proposed. Passenger and aircraft activity data examined during the preparation of the airport master plan update determined that aircraft operations are currently delayed an averageof 10 minutes per operation these delays are forecast to increase to 19 minutes by 2010. Delays at the airport have been worsened by faster than predicted changes in the fleet mix from turboprop to regional jet aircraft. At their present lengths of 5,459 and 5,000, respectively, secondary Runways 17-35 and 8-26 cannot regularly accommodate many of the departures by regional jets and narrow body aircraft. As a result, these runways are severely underused, increasing delays by focusing operations on the two primary runways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would involve extension of Runway 17-35 by 640 feet to the north and by 400 feet to the south to a new length of 6,500 feet. Taxiways parallel to the runway would be extended and a new high-speed exit taxiway would be constructed near the north end of the runway. Navigational aids would be relocated as needed. Standard 1,000-foot runway safety areas would be constructed at the north and south ends of the runway. A portion of the existing airfield service road south of the runway would be relocated to be largely outside of the proposed runway safety area. Action Alternative 2 would extend Runway 17-35 by 1,140 feet to the north and by 400 feet to the south to a new length of 7,000 feet. Alternative would accommodate the obstruction to Runway 35 arrivals posed by certain large ships in the Delaware River Shipping Channel by displacing the Runway 35 landing threshold by 1,444 feet to the north. Alternative 2 would also provide for a 500-foot displacement of the threshold on the north (runway 17) end to prevent obstruction of flight paths by vehicles on Interstate 95 (I-95). Parallel taxiways would be extended, and a new high-speed exit taxiway would be constructed near the north end of the runway. Costs of action alternatives 1 and 2 are estimated at $36.0 million and $56.0 million, respectively. POSITIVE IMPACTS: The runway extension and related actions would reduce current and projected airfield delays at the airport. Reduced congestion at the airport would also increase aircraft operations safety and abate noise emissions somewhat. NEGATIVE IMPACTS: Under either action Alternative, a portion of the Economy Parking Lot north of the runway would be displaced; lost parking spaces would be replaced east and west of the runway. A portion of State Route (SR) 291 between I-95 Ramp F and Island Avenue would be closed and the Exxon gas station at the intersection of Island Avenue and SR 291 would be displaced to meet runway operation safety rules. A portion of Church Creek would be converted from an open channel to a culvert, and adjustments to navigational aids and lighting systems would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974 (P.L. 99-339), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040478, Executive Summary-28 pages, Volume 1--451 pages, Volume 2--Map Supplement, Volume 3--577 pages, Volume 4--632 pages, Volume 5--501 pages, Volume 6--459 pages, October 4, 2004 PY - 2004 VL - 7 KW - Air Transportation KW - Airports KW - Relocations-Property Acquisitions KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367782?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. [Part 5 of 7] T2 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. AN - 36367196; 11202-040478_0005 AB - PURPOSE: The extension of Runway 17/35 and related actions at Philadelphia International Airport, Philadelphia, Pennsylvania are proposed. Passenger and aircraft activity data examined during the preparation of the airport master plan update determined that aircraft operations are currently delayed an averageof 10 minutes per operation these delays are forecast to increase to 19 minutes by 2010. Delays at the airport have been worsened by faster than predicted changes in the fleet mix from turboprop to regional jet aircraft. At their present lengths of 5,459 and 5,000, respectively, secondary Runways 17-35 and 8-26 cannot regularly accommodate many of the departures by regional jets and narrow body aircraft. As a result, these runways are severely underused, increasing delays by focusing operations on the two primary runways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would involve extension of Runway 17-35 by 640 feet to the north and by 400 feet to the south to a new length of 6,500 feet. Taxiways parallel to the runway would be extended and a new high-speed exit taxiway would be constructed near the north end of the runway. Navigational aids would be relocated as needed. Standard 1,000-foot runway safety areas would be constructed at the north and south ends of the runway. A portion of the existing airfield service road south of the runway would be relocated to be largely outside of the proposed runway safety area. Action Alternative 2 would extend Runway 17-35 by 1,140 feet to the north and by 400 feet to the south to a new length of 7,000 feet. Alternative would accommodate the obstruction to Runway 35 arrivals posed by certain large ships in the Delaware River Shipping Channel by displacing the Runway 35 landing threshold by 1,444 feet to the north. Alternative 2 would also provide for a 500-foot displacement of the threshold on the north (runway 17) end to prevent obstruction of flight paths by vehicles on Interstate 95 (I-95). Parallel taxiways would be extended, and a new high-speed exit taxiway would be constructed near the north end of the runway. Costs of action alternatives 1 and 2 are estimated at $36.0 million and $56.0 million, respectively. POSITIVE IMPACTS: The runway extension and related actions would reduce current and projected airfield delays at the airport. Reduced congestion at the airport would also increase aircraft operations safety and abate noise emissions somewhat. NEGATIVE IMPACTS: Under either action Alternative, a portion of the Economy Parking Lot north of the runway would be displaced; lost parking spaces would be replaced east and west of the runway. A portion of State Route (SR) 291 between I-95 Ramp F and Island Avenue would be closed and the Exxon gas station at the intersection of Island Avenue and SR 291 would be displaced to meet runway operation safety rules. A portion of Church Creek would be converted from an open channel to a culvert, and adjustments to navigational aids and lighting systems would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974 (P.L. 99-339), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040478, Executive Summary-28 pages, Volume 1--451 pages, Volume 2--Map Supplement, Volume 3--577 pages, Volume 4--632 pages, Volume 5--501 pages, Volume 6--459 pages, October 4, 2004 PY - 2004 VL - 5 KW - Air Transportation KW - Airports KW - Relocations-Property Acquisitions KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. [Part 6 of 7] T2 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. AN - 36367000; 11202-040478_0006 AB - PURPOSE: The extension of Runway 17/35 and related actions at Philadelphia International Airport, Philadelphia, Pennsylvania are proposed. Passenger and aircraft activity data examined during the preparation of the airport master plan update determined that aircraft operations are currently delayed an averageof 10 minutes per operation these delays are forecast to increase to 19 minutes by 2010. Delays at the airport have been worsened by faster than predicted changes in the fleet mix from turboprop to regional jet aircraft. At their present lengths of 5,459 and 5,000, respectively, secondary Runways 17-35 and 8-26 cannot regularly accommodate many of the departures by regional jets and narrow body aircraft. As a result, these runways are severely underused, increasing delays by focusing operations on the two primary runways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would involve extension of Runway 17-35 by 640 feet to the north and by 400 feet to the south to a new length of 6,500 feet. Taxiways parallel to the runway would be extended and a new high-speed exit taxiway would be constructed near the north end of the runway. Navigational aids would be relocated as needed. Standard 1,000-foot runway safety areas would be constructed at the north and south ends of the runway. A portion of the existing airfield service road south of the runway would be relocated to be largely outside of the proposed runway safety area. Action Alternative 2 would extend Runway 17-35 by 1,140 feet to the north and by 400 feet to the south to a new length of 7,000 feet. Alternative would accommodate the obstruction to Runway 35 arrivals posed by certain large ships in the Delaware River Shipping Channel by displacing the Runway 35 landing threshold by 1,444 feet to the north. Alternative 2 would also provide for a 500-foot displacement of the threshold on the north (runway 17) end to prevent obstruction of flight paths by vehicles on Interstate 95 (I-95). Parallel taxiways would be extended, and a new high-speed exit taxiway would be constructed near the north end of the runway. Costs of action alternatives 1 and 2 are estimated at $36.0 million and $56.0 million, respectively. POSITIVE IMPACTS: The runway extension and related actions would reduce current and projected airfield delays at the airport. Reduced congestion at the airport would also increase aircraft operations safety and abate noise emissions somewhat. NEGATIVE IMPACTS: Under either action Alternative, a portion of the Economy Parking Lot north of the runway would be displaced; lost parking spaces would be replaced east and west of the runway. A portion of State Route (SR) 291 between I-95 Ramp F and Island Avenue would be closed and the Exxon gas station at the intersection of Island Avenue and SR 291 would be displaced to meet runway operation safety rules. A portion of Church Creek would be converted from an open channel to a culvert, and adjustments to navigational aids and lighting systems would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974 (P.L. 99-339), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040478, Executive Summary-28 pages, Volume 1--451 pages, Volume 2--Map Supplement, Volume 3--577 pages, Volume 4--632 pages, Volume 5--501 pages, Volume 6--459 pages, October 4, 2004 PY - 2004 VL - 6 KW - Air Transportation KW - Airports KW - Relocations-Property Acquisitions KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367000?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. [Part 4 of 7] T2 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. AN - 36366806; 11202-040478_0004 AB - PURPOSE: The extension of Runway 17/35 and related actions at Philadelphia International Airport, Philadelphia, Pennsylvania are proposed. Passenger and aircraft activity data examined during the preparation of the airport master plan update determined that aircraft operations are currently delayed an averageof 10 minutes per operation these delays are forecast to increase to 19 minutes by 2010. Delays at the airport have been worsened by faster than predicted changes in the fleet mix from turboprop to regional jet aircraft. At their present lengths of 5,459 and 5,000, respectively, secondary Runways 17-35 and 8-26 cannot regularly accommodate many of the departures by regional jets and narrow body aircraft. As a result, these runways are severely underused, increasing delays by focusing operations on the two primary runways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would involve extension of Runway 17-35 by 640 feet to the north and by 400 feet to the south to a new length of 6,500 feet. Taxiways parallel to the runway would be extended and a new high-speed exit taxiway would be constructed near the north end of the runway. Navigational aids would be relocated as needed. Standard 1,000-foot runway safety areas would be constructed at the north and south ends of the runway. A portion of the existing airfield service road south of the runway would be relocated to be largely outside of the proposed runway safety area. Action Alternative 2 would extend Runway 17-35 by 1,140 feet to the north and by 400 feet to the south to a new length of 7,000 feet. Alternative would accommodate the obstruction to Runway 35 arrivals posed by certain large ships in the Delaware River Shipping Channel by displacing the Runway 35 landing threshold by 1,444 feet to the north. Alternative 2 would also provide for a 500-foot displacement of the threshold on the north (runway 17) end to prevent obstruction of flight paths by vehicles on Interstate 95 (I-95). Parallel taxiways would be extended, and a new high-speed exit taxiway would be constructed near the north end of the runway. Costs of action alternatives 1 and 2 are estimated at $36.0 million and $56.0 million, respectively. POSITIVE IMPACTS: The runway extension and related actions would reduce current and projected airfield delays at the airport. Reduced congestion at the airport would also increase aircraft operations safety and abate noise emissions somewhat. NEGATIVE IMPACTS: Under either action Alternative, a portion of the Economy Parking Lot north of the runway would be displaced; lost parking spaces would be replaced east and west of the runway. A portion of State Route (SR) 291 between I-95 Ramp F and Island Avenue would be closed and the Exxon gas station at the intersection of Island Avenue and SR 291 would be displaced to meet runway operation safety rules. A portion of Church Creek would be converted from an open channel to a culvert, and adjustments to navigational aids and lighting systems would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974 (P.L. 99-339), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040478, Executive Summary-28 pages, Volume 1--451 pages, Volume 2--Map Supplement, Volume 3--577 pages, Volume 4--632 pages, Volume 5--501 pages, Volume 6--459 pages, October 4, 2004 PY - 2004 VL - 4 KW - Air Transportation KW - Airports KW - Relocations-Property Acquisitions KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. [Part 1 of 7] T2 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. AN - 36366743; 11202-040478_0001 AB - PURPOSE: The extension of Runway 17/35 and related actions at Philadelphia International Airport, Philadelphia, Pennsylvania are proposed. Passenger and aircraft activity data examined during the preparation of the airport master plan update determined that aircraft operations are currently delayed an averageof 10 minutes per operation these delays are forecast to increase to 19 minutes by 2010. Delays at the airport have been worsened by faster than predicted changes in the fleet mix from turboprop to regional jet aircraft. At their present lengths of 5,459 and 5,000, respectively, secondary Runways 17-35 and 8-26 cannot regularly accommodate many of the departures by regional jets and narrow body aircraft. As a result, these runways are severely underused, increasing delays by focusing operations on the two primary runways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would involve extension of Runway 17-35 by 640 feet to the north and by 400 feet to the south to a new length of 6,500 feet. Taxiways parallel to the runway would be extended and a new high-speed exit taxiway would be constructed near the north end of the runway. Navigational aids would be relocated as needed. Standard 1,000-foot runway safety areas would be constructed at the north and south ends of the runway. A portion of the existing airfield service road south of the runway would be relocated to be largely outside of the proposed runway safety area. Action Alternative 2 would extend Runway 17-35 by 1,140 feet to the north and by 400 feet to the south to a new length of 7,000 feet. Alternative would accommodate the obstruction to Runway 35 arrivals posed by certain large ships in the Delaware River Shipping Channel by displacing the Runway 35 landing threshold by 1,444 feet to the north. Alternative 2 would also provide for a 500-foot displacement of the threshold on the north (runway 17) end to prevent obstruction of flight paths by vehicles on Interstate 95 (I-95). Parallel taxiways would be extended, and a new high-speed exit taxiway would be constructed near the north end of the runway. Costs of action alternatives 1 and 2 are estimated at $36.0 million and $56.0 million, respectively. POSITIVE IMPACTS: The runway extension and related actions would reduce current and projected airfield delays at the airport. Reduced congestion at the airport would also increase aircraft operations safety and abate noise emissions somewhat. NEGATIVE IMPACTS: Under either action Alternative, a portion of the Economy Parking Lot north of the runway would be displaced; lost parking spaces would be replaced east and west of the runway. A portion of State Route (SR) 291 between I-95 Ramp F and Island Avenue would be closed and the Exxon gas station at the intersection of Island Avenue and SR 291 would be displaced to meet runway operation safety rules. A portion of Church Creek would be converted from an open channel to a culvert, and adjustments to navigational aids and lighting systems would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974 (P.L. 99-339), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040478, Executive Summary-28 pages, Volume 1--451 pages, Volume 2--Map Supplement, Volume 3--577 pages, Volume 4--632 pages, Volume 5--501 pages, Volume 6--459 pages, October 4, 2004 PY - 2004 VL - 1 KW - Air Transportation KW - Airports KW - Relocations-Property Acquisitions KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366743?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. [Part 3 of 7] T2 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. AN - 36366402; 11202-040478_0003 AB - PURPOSE: The extension of Runway 17/35 and related actions at Philadelphia International Airport, Philadelphia, Pennsylvania are proposed. Passenger and aircraft activity data examined during the preparation of the airport master plan update determined that aircraft operations are currently delayed an averageof 10 minutes per operation these delays are forecast to increase to 19 minutes by 2010. Delays at the airport have been worsened by faster than predicted changes in the fleet mix from turboprop to regional jet aircraft. At their present lengths of 5,459 and 5,000, respectively, secondary Runways 17-35 and 8-26 cannot regularly accommodate many of the departures by regional jets and narrow body aircraft. As a result, these runways are severely underused, increasing delays by focusing operations on the two primary runways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would involve extension of Runway 17-35 by 640 feet to the north and by 400 feet to the south to a new length of 6,500 feet. Taxiways parallel to the runway would be extended and a new high-speed exit taxiway would be constructed near the north end of the runway. Navigational aids would be relocated as needed. Standard 1,000-foot runway safety areas would be constructed at the north and south ends of the runway. A portion of the existing airfield service road south of the runway would be relocated to be largely outside of the proposed runway safety area. Action Alternative 2 would extend Runway 17-35 by 1,140 feet to the north and by 400 feet to the south to a new length of 7,000 feet. Alternative would accommodate the obstruction to Runway 35 arrivals posed by certain large ships in the Delaware River Shipping Channel by displacing the Runway 35 landing threshold by 1,444 feet to the north. Alternative 2 would also provide for a 500-foot displacement of the threshold on the north (runway 17) end to prevent obstruction of flight paths by vehicles on Interstate 95 (I-95). Parallel taxiways would be extended, and a new high-speed exit taxiway would be constructed near the north end of the runway. Costs of action alternatives 1 and 2 are estimated at $36.0 million and $56.0 million, respectively. POSITIVE IMPACTS: The runway extension and related actions would reduce current and projected airfield delays at the airport. Reduced congestion at the airport would also increase aircraft operations safety and abate noise emissions somewhat. NEGATIVE IMPACTS: Under either action Alternative, a portion of the Economy Parking Lot north of the runway would be displaced; lost parking spaces would be replaced east and west of the runway. A portion of State Route (SR) 291 between I-95 Ramp F and Island Avenue would be closed and the Exxon gas station at the intersection of Island Avenue and SR 291 would be displaced to meet runway operation safety rules. A portion of Church Creek would be converted from an open channel to a culvert, and adjustments to navigational aids and lighting systems would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974 (P.L. 99-339), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040478, Executive Summary-28 pages, Volume 1--451 pages, Volume 2--Map Supplement, Volume 3--577 pages, Volume 4--632 pages, Volume 5--501 pages, Volume 6--459 pages, October 4, 2004 PY - 2004 VL - 3 KW - Air Transportation KW - Airports KW - Relocations-Property Acquisitions KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366402?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. [Part 2 of 7] T2 - RUNWAY 17-35 EXTENSION PROJECT, PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PENNSYLVANIA. AN - 36366349; 11202-040478_0002 AB - PURPOSE: The extension of Runway 17/35 and related actions at Philadelphia International Airport, Philadelphia, Pennsylvania are proposed. Passenger and aircraft activity data examined during the preparation of the airport master plan update determined that aircraft operations are currently delayed an averageof 10 minutes per operation these delays are forecast to increase to 19 minutes by 2010. Delays at the airport have been worsened by faster than predicted changes in the fleet mix from turboprop to regional jet aircraft. At their present lengths of 5,459 and 5,000, respectively, secondary Runways 17-35 and 8-26 cannot regularly accommodate many of the departures by regional jets and narrow body aircraft. As a result, these runways are severely underused, increasing delays by focusing operations on the two primary runways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would involve extension of Runway 17-35 by 640 feet to the north and by 400 feet to the south to a new length of 6,500 feet. Taxiways parallel to the runway would be extended and a new high-speed exit taxiway would be constructed near the north end of the runway. Navigational aids would be relocated as needed. Standard 1,000-foot runway safety areas would be constructed at the north and south ends of the runway. A portion of the existing airfield service road south of the runway would be relocated to be largely outside of the proposed runway safety area. Action Alternative 2 would extend Runway 17-35 by 1,140 feet to the north and by 400 feet to the south to a new length of 7,000 feet. Alternative would accommodate the obstruction to Runway 35 arrivals posed by certain large ships in the Delaware River Shipping Channel by displacing the Runway 35 landing threshold by 1,444 feet to the north. Alternative 2 would also provide for a 500-foot displacement of the threshold on the north (runway 17) end to prevent obstruction of flight paths by vehicles on Interstate 95 (I-95). Parallel taxiways would be extended, and a new high-speed exit taxiway would be constructed near the north end of the runway. Costs of action alternatives 1 and 2 are estimated at $36.0 million and $56.0 million, respectively. POSITIVE IMPACTS: The runway extension and related actions would reduce current and projected airfield delays at the airport. Reduced congestion at the airport would also increase aircraft operations safety and abate noise emissions somewhat. NEGATIVE IMPACTS: Under either action Alternative, a portion of the Economy Parking Lot north of the runway would be displaced; lost parking spaces would be replaced east and west of the runway. A portion of State Route (SR) 291 between I-95 Ramp F and Island Avenue would be closed and the Exxon gas station at the intersection of Island Avenue and SR 291 would be displaced to meet runway operation safety rules. A portion of Church Creek would be converted from an open channel to a culvert, and adjustments to navigational aids and lighting systems would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974 (P.L. 99-339), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040478, Executive Summary-28 pages, Volume 1--451 pages, Volume 2--Map Supplement, Volume 3--577 pages, Volume 4--632 pages, Volume 5--501 pages, Volume 6--459 pages, October 4, 2004 PY - 2004 VL - 2 KW - Air Transportation KW - Airports KW - Relocations-Property Acquisitions KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366349?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=RUNWAY+17-35+EXTENSION+PROJECT%2C+PHILADELPHIA+INTERNATIONAL+AIRPORT%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 2004 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Simplified analysis method for micropile pullout behavior AN - 51741119; 2005-022308 AB - Micropiles are being applied in foundation rehabilitation projects to enhance the pullout capacity of the existing foundation system and minimize the vertical deflection of the structures. Consequently, the pullout load-displacement behavior is important for the design of micropiles used for the rehabilitation of foundations subjected to pullout. In this paper, we present and evaluate analytical relationships for micropile pullout load-displacement behavior, which explicitly considers the micropile-soil interaction. The analytical relationships are kept simple and accessible to designers by assuming the micropile-soil interface to be elastoplastic. The model parameters are combined into scaling factors and a normalization factor that are found to significantly influence micropile load-displacement behavior. The closed-form analytical relationships are used to study the effect of model parameters on the predicted micropile yield behavior. The micropile load transfer behavior calculated by the model is discussed. The model is shown to replicate the field measured load-displacement curves for two cases. A variety of cases are analyzed to study the effect of grout pressure on micropile-soil interface parameters. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Misra, Anil AU - Chen, C H AU - Oberoi, Raj AU - Kleiber, Andy Y1 - 2004/10// PY - 2004 DA - October 2004 SP - 1024 EP - 1033 PB - American Society of Civil Engineers, New York, NY VL - 130 IS - 10 SN - 1090-0241, 1090-0241 KW - United States KW - soil mechanics KW - Los Angeles County California KW - mathematical models KW - grouting KW - displacements KW - case studies KW - California KW - Los Angeles California KW - foundations KW - soil-structure interface KW - seismicity KW - shear KW - load tests KW - piles KW - faults KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51741119?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Simplified+analysis+method+for+micropile+pullout+behavior&rft.au=Misra%2C+Anil%3BChen%2C+C+H%3BOberoi%2C+Raj%3BKleiber%2C+Andy&rft.aulast=Misra&rft.aufirst=Anil&rft.date=2004-10-01&rft.volume=130&rft.issue=10&rft.spage=1024&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/10.1061%2F%28ASCE%291090-0241%282004%29130%3A10%281024%29 L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2005-01-01 N1 - Number of references - 18 N1 - PubXState - NY N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - California; case studies; displacements; faults; foundations; grouting; load tests; Los Angeles California; Los Angeles County California; mathematical models; piles; seismicity; shear; soil mechanics; soil-structure interface; United States DO - http://dx.doi.org/10.1061/(ASCE)1090-0241(2004)130:10(1024) ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 11 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368954; 11200-040475_0011 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 11 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 7 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368843; 11200-040475_0007 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 7 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 42 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368617; 11200-040475_0042 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 42 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 40 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368536; 11200-040475_0040 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 40 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368536?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 6 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368195; 11200-040475_0006 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 6 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368195?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 15 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368190; 11200-040475_0015 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 15 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368190?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 3 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368094; 11200-040475_0003 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368094?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 4 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368041; 11200-040475_0004 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 4 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 39 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36368010; 11200-040475_0039 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 39 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368010?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 14 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367984; 11200-040475_0014 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 14 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367984?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 47 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367982; 11200-040475_0047 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 47 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 50 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367931; 11200-040475_0050 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 50 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367931?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 24 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367895; 11200-040475_0024 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 24 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 34 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367848; 11200-040475_0034 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 34 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367848?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 30 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367767; 11200-040475_0030 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 30 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367767?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 46 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367712; 11200-040475_0046 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 46 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 45 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367616; 11200-040475_0045 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 45 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 20 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367290; 11200-040475_0020 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 20 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 5 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367270; 11200-040475_0005 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 5 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367270?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 44 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367021; 11200-040475_0044 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 44 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 31 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36367008; 11200-040475_0031 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 31 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367008?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 43 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366933; 11200-040475_0043 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 43 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 17 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366848; 11200-040475_0017 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 17 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366848?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 48 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366709; 11200-040475_0048 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 48 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366709?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 32 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366549; 11200-040475_0032 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 32 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366549?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 25 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366244; 11200-040475_0025 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 25 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366244?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 12 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366196; 11200-040475_0012 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 12 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 23 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366131; 11200-040475_0023 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 23 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 9 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366127; 11200-040475_0009 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 9 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366127?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 8 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36366001; 11200-040475_0008 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 8 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366001?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 2 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36365364; 11200-040475_0002 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 13 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36365315; 11200-040475_0013 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 13 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 1 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36365215; 11200-040475_0001 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365215?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 49 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36365049; 11200-040475_0049 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 49 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 2, HAVRE TO FORT BELKNAP, HILL AND BLAINE COUNTIES, MONTANA. [Part 1 of 1] T2 - US 2, HAVRE TO FORT BELKNAP, HILL AND BLAINE COUNTIES, MONTANA. AN - 36365025; 11271-040476_0001 AB - PURPOSE: The reconstruction of a 44.9-mile segment of US 2 from the end of the curb-and-gutter section east of Havre in Hill County to its junction with Montana Highway 66 (MT 66) at the Fort Belknap Indian Reservation in Blaine County, Montana is proposed. The corridor is located in the Milk River valley in north-central Montana. The existing facility suffers from narrow shoulders, deficiencies in the clear zone and horizontal and vertical alignment, an inadequate offset with respect to the adjacent railway line, and a poor safety performance. Five alternatives, including a No Action Alternative, were considered in this final EIS. This attachment to the final EIS provides the record of decision with respect to the preferred alternative as well as an appendix containing belated comments. The alternative preferred by the Montana DeparTment of Transportation would provide a four-lane highway. In rural areas, the Federal Highway Administration prefers an alternative that would provide an improved two-lane facility, complemented by passing lanes as appropriate. There is reasonable certainty that funding for the two-lane would be available for the two-lane facility, while funding is less likely for the four-lane alternative. The project would include up to 30 bridge replacements. The estimated costs for the improved two-lane facility, two-lane facility with passing lanes, four-lane undivided facility, and four-lane divided alternative are $69.7 million, $73.4 million, $94.5 million, and $106.8 million, respectively. Costs would exceed benefits by a ratio of 1.9 for a two-lane facility, 2.0 for a two-lane facility with passing lanes, 2.9 for a four-lane undivided facility, and by a ratio of 3.1 to one for a four-lane divided facility. POSITIVE IMPACTS: The reconstructed highway segment would provide an efficient, safe highway that would meet the needs of local communities, agricultural operators, industry, commerce, and tourism. By meeting current design standards, the facility would reduce roadway deficiencies, increase safety, and improve traffic operations within the corridor. NEGATIVE IMPACTS: The project would traverse a corridor containing 16 sites eligible for inclusion in the National Register of Historic Places and one historic site not formally evaluated but covered under a programmatic agreement; three to six of the sites would be affected by the project. Build alternatives would impact 5.9 to 9.7 acres of jurisdictional wetlands the project would also encroach on The Milk River floodplain. Rights-of-way requirements totaling 257.6 to 443.1 acres would result in the displacement of 85.8 to 128.1 acres of farmland, six to eight residences, and three to 14 businesses in and/or near Chinook and could result in the displacement of one business east of Harve. The four-lane alternatives would displace auto sales, repair, and fuel services that are of importance to the local Native American population. The project would have lateral and longitudinal impacts on irrigation ditches located in three irrigation districts. Construction workers could encounter as many as 17 hazardous materials sites within the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040476, Record of Decision--13 pages, October 1, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-04-01-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Indian Reservations KW - Irrigation KW - Minorities KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Safety KW - Transportation KW - Wetlands KW - Montana KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+2%2C+HAVRE+TO+FORT+BELKNAP%2C+HILL+AND+BLAINE+COUNTIES%2C+MONTANA.&rft.title=US+2%2C+HAVRE+TO+FORT+BELKNAP%2C+HILL+AND+BLAINE+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 29 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364795; 11200-040475_0029 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 29 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 37 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364771; 11200-040475_0037 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 37 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364771?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 36 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364593; 11200-040475_0036 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 36 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364593?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 28 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364462; 11200-040475_0028 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 28 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364462?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 19 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364290; 11200-040475_0019 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 19 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 10 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364186; 11200-040475_0010 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 10 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 22 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364180; 11200-040475_0022 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 22 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364180?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 27 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364049; 11200-040475_0027 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 27 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 21 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36364016; 11200-040475_0021 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 21 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364016?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 35 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36362699; 11200-040475_0035 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 35 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36362699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 16 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36362688; 11200-040475_0016 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 16 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36362688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 18 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36362547; 11200-040475_0018 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 18 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36362547?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 41 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36361702; 11200-040475_0041 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 41 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36361702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 38 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36361507; 11200-040475_0038 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 38 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36361507?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 33 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36360549; 11200-040475_0033 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 33 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36360549?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. [Part 26 of 50] T2 - FULTON STREET TRANSIT CENTER, NEW YORK, NEW YORK. AN - 36360374; 11200-040475_0026 AB - PURPOSE: The construction and operation of a rehabilitated, reconfigured, and enhanced Fulton Street Transit Center (FSTC) in Lower Manhattan, New York City, New York are proposed to improve access to, from, and within lower Manhattan and the area south of Chambers Street in Manhattan. The existing facility was inadequate to the transportation needs of the public even before the September 11, 2001 terrorist attacks on New York City. The damaged caused by the attacks exacerbated this situation extremely. The proposed facility would be multi-level, street-level, and subsurface station complex, extending from Church Street in the west to William Street in the east, that would serve 12 New York City Transit subway lines. The entry facility to the FSTC would be located on Broadway between Fulton and John streets, with a subsurface pedestrian passageway extending on Dey Street west to Church Street. The FSTC would include improvements to the following four existing connected subway stations that comprise the existing Fulton Street-Broadway Nassau Subway Station Complex: Fulton Street 4/5, Broadway-Nassau A/C, Fulton Street 2/3, and Fulton Street J/M/Z. In addition tot he four existing connected subway stations, the proposed action would include improvements to the R/W Cortland Street Station and the E World Trade Center (WTC) Station. In aggregate, the proposed action would involve six principle elements: 1) a prominent entry facility at street-level, with subsurface-level passenger concourse, centrally located on Broadway between Fulton and John streets that would integrate horizontal connectivity between the a/C and 4/5 services with vertical connectivity between the street and different levels and provide improved street-level access and visibility; 2) rehabilitation of the 4/5 line Fulton Street Station and the 2/3 line Fulton Street Station; 3) a subsurface pedestrian passageway (the Dey Street Passageway) beneath Dey Street between Broadway and Church Street connecting the entry facility to the WTC site with an access building on the south side of Dey Street at Broadway; 4) improvements to the mezzanines and platform access at the A/C line Fulton Street Station and the J/M/Z line Fulton Street Station; 5) a pedestrian and passenger connection between the R/W and E service; and improved street access to the subway, including wider and more direct stairways, access for disabled customers, and new street entrances. Two build alternatives and a No Action Alternative are considered in this final EIS. The primary differences distinguishing the build alternatives are related to the way the design engages the Corbin Building and connects to the Dey Street Passageway with the Central Station Concourse and the street network east of Broadway. The preferred alternative (Alternative 10) would allow for a larger Central Station Concourse, providing a more direct and intuitive connection between Dey Street Passageway and the Central Station Concourse. POSITIVE IMPACTS: The project would replace critical portions of the Lower Manhattan transportation system destroyed by the September 11, 2001 terrorist attacks on the WTC. The new facility would help restore the area's sustainability as a central business district, emerging residential area, and key tourist destination. Connectivity of the existing facility with the WTC site and memorial and other transportation service routes would be improved. Operational problems within the existing facility would be resolved, and street-level direction-finding and access to the subway system would be enhanced. Approximately 1,300 construction jobs would be provided over a four-year period. NEGATIVE IMPACTS: Development of the complex would result in the displacement of five buildings, requiring the relocation of 25 restaurants and other 75 businesses as well as a number of residences. A number of historic structures would be affected, but none would be demolished. Construction-related noise would exceed federal standards at some locations, and construction-related pollutant emissions would also violate federal standards in some locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0453D, Volume 28, Number 4. JF - EPA number: 040475, Final EIS--981 pages, Appendices--1,322 pages, October 1, 2004 PY - 2004 VL - 26 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Traffic Analyses KW - Transportation Surveys KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36360374?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.title=FULTON+STREET+TRANSIT+CENTER%2C+NEW+YORK%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 1, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENSYLVANIA. AN - 36414433; 11189 AB - PURPOSE: The construction of a bridge or bridges over the existing Norfolk Southern railroad tracks in the city of Lebanon, Lebanon County, Pennsylvania is proposed. The double-track mainline currently runs on an east-west direction through the city, thereby separating the northern and southern sections of the city. Currently all crossings are at-grade, creating a conflict between the trains and cars, pedestrians, and bicyclists. In addition to hazards to drivers and others crossing the rail line at-grade, the lack of a grade-separated crossing often prevents rapid response by emergency vehicles, as emergency response teams are not informed of the imminent approach of a train. A No-Build Alternative and two build alternatives are considered in this final EIS. The preferred alternative would provide for grade-separated crossings for Pennsylvania Route (PA) 72 on Ninth and Tenth streets, which form a one-way PA 72 pair through the city. The bridge structure would extend between 12th Street and Lincoln Avenue, a distance of approximately one mile. The bridges would carry four travel lanes, two in a southbound direction on Tenth Street and two in a northbound direction on Ninth Street. The length of construction on each street would extend approximately 1,200 feet. Either action alternative would also include improvements to local streets, including Scull Street and Gannon Street. The at-grade railroad crossings at the intersections of Ninth, Tenth, and Partridge streets would be removed. POSITIVE IMPACTS: The new bridge would dramatically improve traffic safety and emergency response in the area. Travel times across the city could decline significantly, and noise emissions related to signaling trains would be eliminated in the area of the crossing and at other current at-grade crossings that would be closed. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 20 single-family residences, 106 apartments, and four businesses. Fifty-one displacements would indirectly affect the North Lebanon Historic District. One historic site would be directly affected. Construction workers would encounter nine hazardous waste sites. The closure of at-grade crossings would limit access in three areas, affecting access to 12 residences and six businesses. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0467D, Volume 27, Number 4. JF - EPA number: 040464, Draft EIS--309 pages, September 29, 2004 PY - 2004 KW - Urban and Social Programs KW - Agency number: FHWA-PA-EIS-03-01-D KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Railroads KW - Relocations Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Pennsylvania KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36414433?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENSYLVANIA.&rft.title=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 29, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 17 IMPROVEMENTS, WASHINGTON AND COCOWINITY VICINITY, BEAUFORT COUNTY AND PITT COUNTY, NORTH CAROLINA. AN - 36430723; 11186 AB - PURPOSE: The improvement of a 15.5-mile section of US 17 in the vicinity of the city of Washington and the town of Chocowinity in Beaufort County, North Carolina is proposed. The study area is approximately 16 miles in length and encompasses a portion of Beaufort County centered at Washington and the Tar/Pamlico River as well as a small portion of Pitt County. The communities of Hackney, Fredrick, and Old Ford are located within the study area. The levels of service along this stretch of highway are extremely low, and the corridor has an accident rate above the statewide level for such facilities. The crossing of the Tar/Pamlico River is substandard. US 17 through Beaufort County is part of the North Carolina Intrastate System, which is designed to support statewide growth and development objectives and to provide interconnections to major highways of contiguous states. The facility also serves as a national defense access, continuity, and emergency route. Three build alternatives and a No-Build Alternative are considered in this abbreviated final EIS. All build alternatives would involve a new bridge across the Tar/Pamlico River. Access would be controlled via one or more interchanges. The lengths of the build alternatives range from 14.8 miles to 17.5 miles. Estimated costs of the preferred alternative is estimated at $230.1 million. POSITIVE IMPACTS: The project would improve an important north-south route, serving the abovementioned purposes as well as providing a route for important tourist travel in the region. NEGATIVE IMPACTS: Rights-of-way requirements would displace 96 102 residences and 16 businesses. The project would involve displacement of 54 minority residences and four minority businesses. Rights-of-way development would also affect 7.2 acres of floodplain, 29 acres of prime and important farmland, and 9.5 acres of wetlands. Two roads would be closed, and four roads would require relocation. One or two historically significant structures and one historic district could be affected. The facility would traverse numerous streams, and 9.3 acres of Tar/Pamlico River buffer would be lost. Traffic-generated noise levels would exceed federal standards in the vicinity of 87 sensitive receptors. Construction activities would encounter up to nine hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0428D, Volume 26, Number 4. JF - EPA number: 040461, 161 pages and maps, September 27, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-02-02-F KW - Bridges KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36430723?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+17+IMPROVEMENTS%2C+WASHINGTON+AND+COCOWINITY+VICINITY%2C+BEAUFORT+COUNTY+AND+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+17+IMPROVEMENTS%2C+WASHINGTON+AND+COCOWINITY+VICINITY%2C+BEAUFORT+COUNTY+AND+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 27, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 17 IMPROVEMENTS, WASHINGTON AND COCOWINITY VICINITY, BEAUFORT COUNTY AND PITT COUNTY, NORTH CAROLINA. [Part 1 of 1] T2 - US 17 IMPROVEMENTS, WASHINGTON AND COCOWINITY VICINITY, BEAUFORT COUNTY AND PITT COUNTY, NORTH CAROLINA. AN - 36362443; 11186-040461_0001 AB - PURPOSE: The improvement of a 15.5-mile section of US 17 in the vicinity of the city of Washington and the town of Chocowinity in Beaufort County, North Carolina is proposed. The study area is approximately 16 miles in length and encompasses a portion of Beaufort County centered at Washington and the Tar/Pamlico River as well as a small portion of Pitt County. The communities of Hackney, Fredrick, and Old Ford are located within the study area. The levels of service along this stretch of highway are extremely low, and the corridor has an accident rate above the statewide level for such facilities. The crossing of the Tar/Pamlico River is substandard. US 17 through Beaufort County is part of the North Carolina Intrastate System, which is designed to support statewide growth and development objectives and to provide interconnections to major highways of contiguous states. The facility also serves as a national defense access, continuity, and emergency route. Three build alternatives and a No-Build Alternative are considered in this abbreviated final EIS. All build alternatives would involve a new bridge across the Tar/Pamlico River. Access would be controlled via one or more interchanges. The lengths of the build alternatives range from 14.8 miles to 17.5 miles. Estimated costs of the preferred alternative is estimated at $230.1 million. POSITIVE IMPACTS: The project would improve an important north-south route, serving the abovementioned purposes as well as providing a route for important tourist travel in the region. NEGATIVE IMPACTS: Rights-of-way requirements would displace 96 102 residences and 16 businesses. The project would involve displacement of 54 minority residences and four minority businesses. Rights-of-way development would also affect 7.2 acres of floodplain, 29 acres of prime and important farmland, and 9.5 acres of wetlands. Two roads would be closed, and four roads would require relocation. One or two historically significant structures and one historic district could be affected. The facility would traverse numerous streams, and 9.3 acres of Tar/Pamlico River buffer would be lost. Traffic-generated noise levels would exceed federal standards in the vicinity of 87 sensitive receptors. Construction activities would encounter up to nine hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0428D, Volume 26, Number 4. JF - EPA number: 040461, 161 pages and maps, September 27, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-02-02-F KW - Bridges KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36362443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+17+IMPROVEMENTS%2C+WASHINGTON+AND+COCOWINITY+VICINITY%2C+BEAUFORT+COUNTY+AND+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+17+IMPROVEMENTS%2C+WASHINGTON+AND+COCOWINITY+VICINITY%2C+BEAUFORT+COUNTY+AND+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 27, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 24, NAPOLEON TO TOLEDO, OHIO. [Part 1 of 1] T2 - U.S. 24, NAPOLEON TO TOLEDO, OHIO. AN - 36378253; 11165-040440_0001 AB - PURPOSE: The upgrading of 23.1 miles of existing US 24 to a four-lane controlled-access expressway or a freeway between Napoleon and Toledo in Ohio is proposed. US 24 is a major northeast-southwest transportation corridor through the Midwest; the highway links the industrial and agricultural areas of central and northern Indiana and northwestern Ohio with the interstate highway system at Toledo, connecting to Interstate 80/90 (I-80/90) eastward to Cleveland and the east coast and westward to Chicago and to I-75, providing direct access to thenorth to Detroit and Ontario, Canada. The two-lane section of US 24 extending from Napoleon to Toledo suffers from congestion and safety hazards due to inadequate capacity. The facility does not meet current design criteria for travel land widths, shoulders, roadway geometrics, sight distances, and travel speed. A total of 22 build alternatives were considered during the development of this draft EIS. The preferred build alternative would provide for a four-lane expressway design. The facility would include four signalized at-grade intersections and one grade-separated interchange. Cost of the preferred alternative is estimated at $106.6 million. POSITIVE IMPACTS: The upgraded facility would significantly improve regional northeast-southwest access as well as local traffic movements in the vicinity of Napoleon and Toledo. Safety on the facility would be significantly enhanced, and travel times would decline greatly. NEGATIVE IMPACTS: Development of 907 acres of new rights-of-way would result in the displacement of 18 residences, 807 acres of farmland, 42.2 acres of woodland, 1.7 acres of wetlands, and 14.6 acres of floodplain. The facility would traverse 23 streams, requiring the realignment of 10,870 linear feet of channel. Habitat for five federally protected animal and plant species would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 59 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) andUniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040440, 481 pages and maps, September 10, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-04-02-D KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Ohio KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378253?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+24%2C+NAPOLEON+TO+TOLEDO%2C+OHIO.&rft.title=U.S.+24%2C+NAPOLEON+TO+TOLEDO%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 10, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 24, NAPOLEON TO TOLEDO, OHIO. AN - 16367905; 11165 AB - PURPOSE: The upgrading of 23.1 miles of existing US 24 to a four-lane controlled-access expressway or a freeway between Napoleon and Toledo in Ohio is proposed. US 24 is a major northeast-southwest transportation corridor through the Midwest; the highway links the industrial and agricultural areas of central and northern Indiana and northwestern Ohio with the interstate highway system at Toledo, connecting to Interstate 80/90 (I-80/90) eastward to Cleveland and the east coast and westward to Chicago and to I-75, providing direct access to thenorth to Detroit and Ontario, Canada. The two-lane section of US 24 extending from Napoleon to Toledo suffers from congestion and safety hazards due to inadequate capacity. The facility does not meet current design criteria for travel land widths, shoulders, roadway geometrics, sight distances, and travel speed. A total of 22 build alternatives were considered during the development of this draft EIS. The preferred build alternative would provide for a four-lane expressway design. The facility would include four signalized at-grade intersections and one grade-separated interchange. Cost of the preferred alternative is estimated at $106.6 million. POSITIVE IMPACTS: The upgraded facility would significantly improve regional northeast-southwest access as well as local traffic movements in the vicinity of Napoleon and Toledo. Safety on the facility would be significantly enhanced, and travel times would decline greatly. NEGATIVE IMPACTS: Development of 907 acres of new rights-of-way would result in the displacement of 18 residences, 807 acres of farmland, 42.2 acres of woodland, 1.7 acres of wetlands, and 14.6 acres of floodplain. The facility would traverse 23 streams, requiring the realignment of 10,870 linear feet of channel. Habitat for five federally protected animal and plant species would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 59 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) andUniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040440, 481 pages and maps, September 10, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-04-02-D KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Ohio KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+24%2C+NAPOLEON+TO+TOLEDO%2C+OHIO.&rft.title=U.S.+24%2C+NAPOLEON+TO+TOLEDO%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 10, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - LOS ANGELES UNION STATION RUN-THROUGH TRACKS PROJECT, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. AN - 36436472; 11149 AB - PURPOSE: The construction and operation of run-through tracks at Union Station in Los Angeles, California is proposed. The tracks would extend four of the platform tracks at the station, connect them to the southbound mainline. The project would include other track and platform improvements at the station. As the focal point of passenger rail travel in southern California, Union Station serves an average of 159 revenue passenger trains each weekday. The demand for train travel to and from the station is expected to increase over the foreseeable future. Access to the station is not provided directly via mainline tracks, but rather via a set of lead tracks. The current operation of the station requires trains to pull into the terminal, then reverse their direction of travel after loading or unloading passengers. Since all trains must enter and exit through the same set of lead tracks to connect to the mainline, they are subject to delays either at the station platforms or on the connecting tracks while awaiting a slot at the platforms or access back onto the mainlines. This draft EIS considers two run-through track alternatives and a No Action Alternative. Action Alternative A would extend some bi-directional running tracks from the existing stub-end track configuration to the south and east to provide run-through capabilities for four of the 10 stub-end tracks. Tracks 3 to 6 would extend south of Union Station on the bridge over the El Monte Bus-way and US 101, then transition to two tracks at the freeway median. Action Alternative A-1 would provide a bridge over US 101 to accommodate four run-through tracks. After crossing US 101, the four tracks would transition to two, and the trestle would extend east along the north side of Commercial Street, then turn south such that the tracks would descent to grade and reconnect to the existing mainline tracks along the west bank of the Los Angeles River. Both action alternatives would include a new Amtrak Mail Transfer Facility to be constructed at Redondo Junction; modifications to switches and tracks in the area where trains enter/exit the station to provide linkages to new platforms; elimination of the existing Mail Facility along the northeastern side of the station to accommodate the new platforms; construction of two new platforms and reintroduction of four tracks at the east end of the station; raising the elevation of the existing platforms and the associated tracks to match the elevation of the new railroad bridge structure over the El Monte Bus-way and US 101 for the run-through tracks; reconstruction of portions of the passenger tunnel and associated ramps to accommodate the new and reconstructed platforms; and reconstruction of the service /baggage-handling road at the south end of the platforms. POSITIVE IMPACTS: The project would address the need to improve the efficiency and reliability of trains using Union Station, improve pedestrian access and connectivity, and increase station capacity to accommodate future increases in the number of trains passing through the station. Planned growth of services would be accommodated. Other improvements to tracks and to platforms would enhance pedestrian access and the functionality of the platforms, while also improving connectivity with other transit modes, including light rail transit, the subway system, and buses. NEGATIVE IMPACTS: The acquisition of three or four parcels of land, two commercial sites, and one or three aerial easements would be required, and on-street parking spaces would be displaced. Two archaeological sites would be affected, and paleontological resources could be encountered during construction. Construction activities would occur on unstable slopes in some areas, and erosion would accelerate significantly during construction. Contaminated soils and groundwater and other hazardous materials, including gas, could be encountered by construction workers. The structures could be affected by subsidence. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040424, 579 pages, September 2, 2004 PY - 2004 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Easements KW - Hazardous Materials KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Paleontological Sites KW - Railroads KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Subsidence KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Water Quality Assessments KW - California KW - Department of Transportation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36436472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Harvey&rft.date=2013-01-01&rft.volume=&rft.issue=&rft.spage=221&rft.isbn=978-1-107-01928-7&rft.btitle=The+burdens+of+mental+disorders%3A+Global+perspectives+from+the+WHO+World+Mental+Health+Surveys&rft.title=The+burdens+of+mental+disorders%3A+Global+perspectives+from+the+WHO+World+Mental+Health+Surveys&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 2, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. AN - 36433589; 11150 AB - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Official's guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would be relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 10.75 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 16.2 acres of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040425, 617 pages and maps, September 2, 2004 PY - 2004 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-04-01-D KW - Archaeological Sites KW - Birds KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Paleontological Sites KW - Relocations-Property Acquisitions KW - Recreation Resources Surveys KW - Safety KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36433589?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+6%2C+FROM+I-15+IN+SPANISH+FORK+TO+I-70+IN+GREEN+RIVER+IN+UTAH%2C+WASATCH%2C+CARBON%2C+AND+EMERY+COUNTIES%2C+UTAH.&rft.title=US+6%2C+FROM+I-15+IN+SPANISH+FORK+TO+I-70+IN+GREEN+RIVER+IN+UTAH%2C+WASATCH%2C+CARBON%2C+AND+EMERY+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 2, 2004 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - LOS ANGELES UNION STATION RUN-THROUGH TRACKS PROJECT, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. [Part 1 of 1] T2 - LOS ANGELES UNION STATION RUN-THROUGH TRACKS PROJECT, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. AN - 36378631; 11149-040424_0001 AB - PURPOSE: The construction and operation of run-through tracks at Union Station in Los Angeles, California is proposed. The tracks would extend four of the platform tracks at the station, connect them to the southbound mainline. The project would include other track and platform improvements at the station. As the focal point of passenger rail travel in southern California, Union Station serves an average of 159 revenue passenger trains each weekday. The demand for train travel to and from the station is expected to increase over the foreseeable future. Access to the station is not provided directly via mainline tracks, but rather via a set of lead tracks. The current operation of the station requires trains to pull into the terminal, then reverse their direction of travel after loading or unloading passengers. Since all trains must enter and exit through the same set of lead tracks to connect to the mainline, they are subject to delays either at the station platforms or on the connecting tracks while awaiting a slot at the platforms or access back onto the mainlines. This draft EIS considers two run-through track alternatives and a No Action Alternative. Action Alternative A would extend some bi-directional running tracks from the existing stub-end track configuration to the south and east to provide run-through capabilities for four of the 10 stub-end tracks. Tracks 3 to 6 would extend south of Union Station on the bridge over the El Monte Bus-way and US 101, then transition to two tracks at the freeway median. Action Alternative A-1 would provide a bridge over US 101 to accommodate four run-through tracks. After crossing US 101, the four tracks would transition to two, and the trestle would extend east along the north side of Commercial Street, then turn south such that the tracks would descent to grade and reconnect to the existing mainline tracks along the west bank of the Los Angeles River. Both action alternatives would include a new Amtrak Mail Transfer Facility to be constructed at Redondo Junction; modifications to switches and tracks in the area where trains enter/exit the station to provide linkages to new platforms; elimination of the existing Mail Facility along the northeastern side of the station to accommodate the new platforms; construction of two new platforms and reintroduction of four tracks at the east end of the station; raising the elevation of the existing platforms and the associated tracks to match the elevation of the new railroad bridge structure over the El Monte Bus-way and US 101 for the run-through tracks; reconstruction of portions of the passenger tunnel and associated ramps to accommodate the new and reconstructed platforms; and reconstruction of the service /baggage-handling road at the south end of the platforms. POSITIVE IMPACTS: The project would address the need to improve the efficiency and reliability of trains using Union Station, improve pedestrian access and connectivity, and increase station capacity to accommodate future increases in the number of trains passing through the station. Planned growth of services would be accommodated. Other improvements to tracks and to platforms would enhance pedestrian access and the functionality of the platforms, while also improving connectivity with other transit modes, including light rail transit, the subway system, and buses. NEGATIVE IMPACTS: The acquisition of three or four parcels of land, two commercial sites, and one or three aerial easements would be required, and on-street parking spaces would be displaced. Two archaeological sites would be affected, and paleontological resources could be encountered during construction. Construction activities would occur on unstable slopes in some areas, and erosion would accelerate significantly during construction. Contaminated soils and groundwater and other hazardous materials, including gas, could be encountered by construction workers. The structures could be affected by subsidence. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040424, 579 pages, September 2, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Easements KW - Hazardous Materials KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Paleontological Sites KW - Railroads KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Subsidence KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Water Quality Assessments KW - California KW - Department of Transportation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+UNION+STATION+RUN-THROUGH+TRACKS+PROJECT%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=LOS+ANGELES+UNION+STATION+RUN-THROUGH+TRACKS+PROJECT%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 2, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. [Part 2 of 2] T2 - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. AN - 36378247; 11150-040425_0002 AB - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Official's guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would be relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 10.75 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 16.2 acres of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040425, 617 pages and maps, September 2, 2004 PY - 2004 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-04-01-D KW - Archaeological Sites KW - Birds KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Paleontological Sites KW - Relocations-Property Acquisitions KW - Recreation Resources Surveys KW - Safety KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378247?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 2, 2004 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. [Part 1 of 2] T2 - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. AN - 36371196; 11150-040425_0001 AB - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Official's guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would be relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 10.75 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 16.2 acres of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040425, 617 pages and maps, September 2, 2004 PY - 2004 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-04-01-D KW - Archaeological Sites KW - Birds KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Paleontological Sites KW - Relocations-Property Acquisitions KW - Recreation Resources Surveys KW - Safety KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+6%2C+FROM+I-15+IN+SPANISH+FORK+TO+I-70+IN+GREEN+RIVER+IN+UTAH%2C+WASATCH%2C+CARBON%2C+AND+EMERY+COUNTIES%2C+UTAH.&rft.title=US+6%2C+FROM+I-15+IN+SPANISH+FORK+TO+I-70+IN+GREEN+RIVER+IN+UTAH%2C+WASATCH%2C+CARBON%2C+AND+EMERY+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 2, 2004 N1 - Last updated - 2011-12-16 ER -